JP6603168B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device including an engine and a rotating electrical machine.

  Japanese Patent Application Laid-Open No. 2012-136064 (Patent Document 1) discloses an engine, a first rotating electrical machine, an output shaft connected to drive wheels, a carrier coupled to the engine, and a sun gear coupled to the first rotating electrical machine. And a planetary gear mechanism having a ring gear coupled to the output shaft, and a second rotating electrical machine connected to the output shaft are disclosed. In this hybrid vehicle, when the engine is started, the engine is cranked using the torque of the first rotating electrical machine.

  Further, in this hybrid vehicle, the traveling mode can be selected from a plurality of modes. The plurality of travel modes include a mode in which EV (Electric Vehicle) travel using the power of the second rotating electrical machine without using the power of the engine, and a GD that uses the power of the engine without using the power of the second rotating electrical machine ( Generator Drive) mode for running.

  In this hybrid vehicle, if the second rotating electrical machine breaks down during EV traveling, the engine is cranked using the torque of the first rotating electrical machine, EV traveling is stopped after the engine is started, and retreat traveling by GD traveling is performed. .

JP 2012-136064 A

  In the hybrid vehicle disclosed in Patent Document 1, in order to shift from EV traveling to GD traveling, it is necessary to start the engine by cranking the engine using the torque of the first rotating electrical machine as described above. .

  However, when a transmission having a clutch capable of connecting / disconnecting power transmission is provided between the planetary gear mechanism and the drive wheel, the engine is cranked and started when the transmission clutch is in a released state. I am concerned that I can't. Specifically, when the clutch of the transmission is in a released state, the ring gear of the planetary gear mechanism is disconnected from the drive wheel, so that the inertia of the drive wheel does not act on the ring gear. Therefore, even if the torque for cranking the engine is applied to the sun gear from the first rotating electrical machine, the ring gear cannot take the reaction force for cranking the engine. As a result, the torque of the first rotating electrical machine is not sufficiently transmitted to the engine, and the engine is not cranked.

  The present invention has been made in order to solve the above-described problems, and its object is to start the engine more reliably when the second rotating electrical machine breaks down during EV traveling, and perform evacuation traveling by GD traveling. Is to do.

A vehicle drive device according to the present invention mechanically includes an engine, a first rotating electrical machine, a second rotating electrical machine, a rotating shaft connected to the second rotating electrical machine, an engine, the first rotating electrical machine, and the rotating shaft. A transmission having a planetary gear mechanism to be connected, an output shaft connected to a drive wheel, and a clutch provided between the rotating shaft and the output shaft and capable of connecting and disconnecting power transmission between the rotating shaft and the output shaft. A first mode in which the vehicle is driven using the power of the second rotating electrical machine without using the power of the engine, and a second mode in which the vehicle is driven using the power of the engine without using the power of the second rotating electrical machine And a control device capable of switching the travel mode between the two. When the second rotating electrical machine fails during traveling in the first mode, the control device determines whether or not the clutch of the transmission is in a disengaged state and interrupts power transmission between the rotating shaft and the output shaft. If the clutch is disengaged and the power transmission between the rotating shaft and the output shaft is interrupted , the clutch is engaged, and the first rotation is performed after the clutch is engaged. The engine is cranked using the power of the electric machine to start the engine, and after the engine is started, the traveling mode is switched from the first mode to the second mode.

According to the above configuration, when the second rotating electrical machine breaks down during traveling in the first mode (EV traveling), the control device is in the disengaged state of the clutch of the transmission, and between the rotating shaft and the output shaft. When the power transmission is interrupted , the clutch is engaged, and the engine is cranked using the power of the first rotating electrical machine after the clutch is engaged. Therefore, the cranking of the engine is suppressed while the clutch of the transmission is disengaged (the state where the inertia of the drive wheels does not act on the planetary gear mechanism). As a result, when the second rotating electrical machine breaks down during traveling in the first mode (EV traveling), the engine is started more reliably and the retreat traveling by traveling in the second mode (GD traveling) is performed. Can do.

  Preferably, when the second rotating electrical machine fails during traveling in the first mode, the control device determines whether or not the transmission is immediately before or during the shift, and the transmission is immediately before or during the shift. In some cases, after the shift is completed, the engine is cranked using the power of the first rotating electrical machine to start the engine, and after the engine is started, the traveling mode is switched from the first mode to the second mode.

  According to the above configuration, when the second rotating electrical machine breaks down during traveling in the first mode (during EV traveling) and the transmission is immediately before or during shifting, after the shifting is completed. The engine is cranked using the power of the first rotating electrical machine. Therefore, the engine of the engine remains in a state where the transmission clutch is temporarily disengaged or half-engaged by the speed change of the transmission (the state where the inertia acting on the planetary gear mechanism from the driving wheel is temporarily reduced). Cranking is suppressed from being performed. As a result, when the second rotating electrical machine breaks down during traveling in the first mode (EV traveling), the engine is started more reliably and the retreat traveling by traveling in the second mode (GD traveling) is performed. Can do.

1 is an overall configuration diagram of a vehicle. FIG. 6 is a diagram (No. 1) illustrating an example of control states of an engine, a first MG, and a second MG on a collinear diagram of a planetary gear mechanism. FIG. 8 is a diagram (No. 2) illustrating an example of control states of the engine, the first MG, and the second MG on a nomograph of the planetary gear mechanism. FIG. 10 is a third diagram illustrating an example of control states of the engine, the first MG, and the second MG on a collinear diagram of the planetary gear mechanism. It is a figure which shows an example of a state change of an engine, 1st MG, and 2nd MG on the alignment chart of a planetary gear mechanism. It is a figure which shows on the alignment chart of a planetary gear mechanism the comparative example of the state change of an engine, 1st MG, and 2nd MG. It is a flowchart (the 1) which shows an example of the process sequence of ECU. It is a flowchart (the 2) which shows an example of the process sequence of ECU.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a vehicle 1 including a drive device according to the present embodiment. The vehicle 1 includes an engine 100, a first MG (Motor Generator) 200, a planetary gear mechanism 300, a second MG 400, a transmission (AT: Automatic Transmission) 500, a rotating shaft 510, an output shaft 520, and driving wheels. 82, a PCU (Power Control Unit) 600, a battery 700, an SMR (System Main Relay) 710, and an electronic control unit (hereinafter referred to as “ECU”) 30.

  Vehicle 1 is a hybrid vehicle that travels using the power of at least one of engine 100 and second MG 400. The vehicle 1 travels using EV (Electric Vehicle) traveling that uses the power of the second MG 400 without using the power of the engine 100 and the power of both the engine 100 and the second MG 400 during normal traveling described later. The travel mode can be switched between HV (Hybrid Vehicle) travel.

  The engine 100 is an internal combustion engine that outputs power by burning fuel. First MG 200 and second MG 400 are AC rotating electrical machines, and function as both a motor and a generator. When starting engine 100 that is stopped, first MG 200 generates torque for cranking engine 100 using the electric power of battery 700. The vehicle 1 does not include a starter that generates torque for cranking the engine using the power of an auxiliary battery (not shown).

  The planetary gear mechanism 300 rotates the sun gear (S) 310, the ring gear (R) 320, the pinion gear (P) 340 that meshes with the sun gear (S) 310 and the ring gear (R) 320, and the pinion gear (P) 340. And a carrier (C) 330 that is held to revolve freely. Carrier (C) 330 is coupled to engine 100. Sun gear (S) 310 is connected to first MG 200. Ring gear (R) 320 is connected to rotating shaft 510.

  The rotation shaft 510 is connected to the second MG 400. The output shaft 520 is connected to the left and right drive wheels 82 via a differential gear.

  The transmission 500 is a stepped transmission provided between the rotating shaft 510 and the output shaft 520. The transmission 500 includes a clutch C1 that can connect and disconnect power transmission between the rotating shaft 510 and the output shaft 520. When the clutch C1 is in the disengaged state, the transmission 500 enters a state (neutral state) in which power transmission between the rotating shaft 510 and the output shaft 520 is interrupted. When the clutch C1 is in the engaged state, the transmission 500 is in a state of transmitting power between the rotating shaft 510 and the output shaft 520.

  In a state where the clutch C1 is engaged, the gear stage (gear stage) of the transmission 500 is switched to any one of a plurality of predetermined gear stages. Below, the case where the gear stage of the transmission 500 can be switched to any one of the first speed (1st), the second speed (2nd), the third speed (3rd), and the fourth speed (4th) will be described as an example. Note that the gear ratio of the transmission 500 (ratio of the rotational speed of the rotating shaft 510 to the rotational speed of the output shaft 520) decreases as the speed is higher. That is, the gear ratio decreases in the order of first speed, second speed, third speed, and fourth speed.

  The state of the clutch C1 of the transmission 500 and the gear position of the transmission 500 are controlled by a hydraulic circuit (not shown) that is operated by a control signal from the ECU 30.

  PCU 600 converts high-voltage DC power supplied from battery 700 into AC power and outputs the AC power to first MG 200 and / or second MG 400. Thereby, first MG 200 and / or second MG 400 is driven. PCU 600 converts AC power generated by first MG 200 and / or second MG 400 into DC power and outputs the DC power to battery 700. Thereby, the battery 700 is charged. PCU 600 can also drive second MG 400 with the electric power generated by first MG 200.

  Battery 700 is a secondary battery that stores high-voltage (for example, about 200 V) DC power for driving first MG 200 and / or second MG 400. The battery 700 typically includes a nickel metal hydride battery and a lithium ion battery.

  SMR 710 is a relay for connecting or disconnecting battery 700 and an electric system including PCU 600, first MG 200, and second MG 400.

  Further, the vehicle 1 includes a plurality of sensors that detect various information necessary for controlling the vehicle 1, such as an engine rotation speed sensor 10, a vehicle speed sensor 15, resolvers 21 and 22, an accelerator position sensor 31, and a shift position sensor 32. Is provided. The engine rotation speed sensor 10 detects the rotation speed of the engine 100 (hereinafter also referred to as “engine rotation speed Ne”). Resolver 21 detects the rotation speed of first MG 200 (hereinafter also referred to as “first MG rotation speed Nm1”). Resolver 22 detects the rotational speed of second MG 400 (hereinafter also referred to as “second MG rotational speed Nm2”). The vehicle speed sensor 15 detects the rotational speed Np of the output shaft 520 as the vehicle speed V. The accelerator position sensor 31 detects the amount of accelerator pedal operation by the user. The shift position sensor 32 detects the position of the shift lever 33 operated by the user. These sensors output detection results to the ECU 30.

  The ECU 30 includes a CPU (Central Processing Unit) and a memory (not shown), and controls each device of the vehicle 1 based on information stored in the memory and information from each sensor.

  For example, when the position of the shift lever 33 is the neutral position, the ECU 30 releases the clutch C1 of the transmission 500 and puts the transmission 500 in the neutral state. In addition, when the position of the shift lever 33 is the forward travel position, the ECU 300 determines the target gear position based on the accelerator pedal operation amount and the vehicle speed V, and shifts so that the gear position of the transmission 500 becomes the target gear position. The hydraulic circuit of the machine 500 is controlled. Note that while the transmission 500 is shifting (during execution of control for changing the shift speed), the ECU 300 temporarily controls the clutch C1 to be in a disengaged state or a semi-engaged state.

<Normal driving>
The ECU 30 can drive the vehicle 1 in the normal mode. In the normal mode, the EV traveling (travel using the power of the second MG 400 without using the power of the engine 100) and the HV traveling (travel using the power of both the engine 100 and the second MG 400) are switched as necessary. In this mode, the vehicle 1 is driven. Hereinafter, traveling in the normal mode is also referred to as “normal traveling”.

  FIG. 2 is a diagram illustrating an example of a control state of engine 100, first MG 200, and second MG 400 when moving forward in HV traveling on the alignment chart of planetary gear mechanism 300.

  In the collinear diagram of the planetary gear mechanism 300, the sun gear (S) 310, the carrier (C) 330, and the ring gear (R) 320 of the planetary gear mechanism 300 are indicated by vertical lines, and the distance between them is the gear ratio of the planetary gear mechanism 300. Further, the vertical direction of each vertical line is defined as the rotational direction, and the position in the vertical direction is defined as the rotational speed. 2 also shows an output shaft 520 connected to the ring gear (R) 320 via the transmission 500.

  First MG rotational speed Nm1 (= rotational speed of sun gear (S) 310), engine rotational speed Ne (= rotational speed of carrier (C) 330), and second MG rotational speed Nm2 (= rotational speed of ring gear (R) 320) ) Has a relationship (hereinafter also referred to as a “collinear diagram relationship”) connected by a straight line on the alignment chart. According to the nomogram, if any two of the first MG rotation speed Nm1, the engine rotation speed Ne, and the second MG rotation speed Nm2 are determined, the remaining one rotation speed is also determined. Therefore, by appropriately adjusting the first MG rotation speed Nm1, the planetary gear mechanism 300 functions as an electric continuously variable transmission that can switch the ratio of the engine rotation speed Ne to the second MG rotation speed Nm2 steplessly.

  Hereinafter, the output torque of engine 100 may be referred to as “engine torque Te”, the output torque of first MG 200 as “first MG torque Tm1”, and the output torque of second MG 400 as “second MG torque Tm2”.

  When the vehicle travels forward in HV traveling, both the second MG torque Tm2 and the engine direct transmission torque Tep are transmitted to the ring gear (R) 320 (that is, the rotating shaft 510). Here, the engine direct torque Tep is a positive torque transmitted from the engine 100 to the ring gear (R) 320 (that is, the rotating shaft 510) of the planetary gear mechanism 300 using the first MG torque Tm1 as a reaction force.

  Power is transmitted from the ring gear (R) 320 to the output shaft 520 when the clutch C1 of the transmission 500 is engaged. The ratio of the second MG rotational speed Nm2 to the vehicle speed V is determined by the speed ratio of the transmission 500. As shown in FIG. 2, when the second MG rotation speed Nm2 is constant, the vehicle speed V becomes higher as the gear position is higher (the gear ratio is smaller).

  FIG. 3 is a diagram showing an example of a control state of engine 100, first MG 200 and second MG 400 when moving forward by EV traveling on the alignment chart of planetary gear mechanism 300. When the vehicle travels forward by EV traveling, the engine 100 is stopped and the engine rotational speed Ne becomes 0, the second MG torque Tm2 is transmitted to the ring gear (R) 320, and the second MG 400 rotates in the forward direction. As shown in FIG. 3, when engine 100 is stopped, first MG 200 is rotated in the negative direction as second MG 400 rotates in the positive direction due to the collinear relationship. Further, as in HV traveling, the second MG torque Tm2 is transmitted from the ring gear (R) 320 to the output shaft 520 by engaging the clutch C1 of the transmission 500.

<Evacuation travel at the time of second MG failure>
When a failure that prevents the second MG 400 from being controlled as instructed (hereinafter simply referred to as “failure of the second MG 400”) occurs during normal travel, the ECU 30 switches the normal mode to the evacuation mode and switches the vehicle 1 Retreat by GD (Generator Drive) travel. The GD travel is travel using the power of the engine 100 (engine direct torque Tep) with the output of the second MG 400 stopped.

  FIG. 4 is a diagram illustrating an example of a control state of engine 100, first MG 200, and second MG 400 during GD traveling on the alignment chart of planetary gear mechanism 300. During GD traveling, the second MG 400 does not output torque, the engine 100 outputs positive engine torque Te to the carrier (C) 330, and the first MG 200 outputs negative first MG torque Tm1 to the sun gear (S) 310. Output to. As a result, the engine direct torque Tep acts on the ring gear (R) 320 in the positive direction (forward direction) using the first MG torque Tm1 as a reaction force. During the GD traveling, the vehicle 1 is retreated by the engine direct torque Tep.

<Transition from EV travel to GD travel>
When the failure of the second MG 400 occurs during EV traveling, the ECU 30 cranks the engine 100 using the power of the first MG 200 to start the engine 100, and performs evacuation traveling by GD traveling after the engine 100 is started.

  FIG. 5 shows states of engine 100, first MG 200, and second MG 400 when engine 100 is started by cranking engine 100 using the power of first MG 200 during EV traveling and during engagement of clutch C1 of transmission 500. It is a figure which shows an example of a change on the alignment chart of the planetary gear mechanism. FIG. 5 exemplifies a case where the speed stage of the transmission 500 is the third speed (3rd).

  During forward travel in EV traveling, as indicated by the alternate long and short dash line, engine 100 is stopped and second MG 400 rotates in the positive direction. Therefore, first MG 200 rotates in the negative direction due to the relationship in the nomograph. When starting engine 100 from this state, ECU 30 causes first MG 200 to generate power, thereby causing first MG torque Tm1 to act in the positive direction.

  At this time, if the ring gear (R) 320 is connected to the output shaft 520 by the engagement of the clutch C1, a large inertia (inertial force) of the drive wheel 82 acts on the ring gear (R) 320. Thereby, the inertia of ring gear (R) 320 is sufficiently larger than the inertia of engine 100. Therefore, when first MG torque Tm1 acts in the positive direction, second MG rotation speed Nm2 hardly changes and engine 100 is cranked. That is, ring gear (R) 320 can take charge of the reaction force for cranking engine 100. When engine speed Ne increases to a predetermined speed due to cranking, ECU 30 starts ignition control of engine 100. As a result, the engine 100 is started and the engine torque Te is output, resulting in a state indicated by a solid line.

  However, if clutch C1 of transmission 500 is in a disengaged state, there is a concern that engine 100 cannot be cranked using first MG torque Tm1.

  FIG. 6 shows an example of a state change of the engine 100, the first MG 200, and the second MG 400 when the first MG torque Tm1 is applied in the positive direction during EV traveling and when the clutch C1 of the transmission 500 is released. It is a figure shown on a nomograph. FIG. 6 merely shows a comparative example with respect to the present embodiment.

  If the clutch C1 of the transmission 500 is disengaged during forward travel in EV traveling (see the alternate long and short dash line), the ring gear (R) 320 is disconnected from the output shaft 520, and the ring gear (R) 320 includes the drive wheel 82. Inertia does not work. As a result, the inertia of the ring gear (R) 320 becomes smaller than the inertia of the engine 100, and the ring gear (R) 320 can no longer take a reaction force for cranking the engine 100. Therefore, when the first MG torque Tm1 acts in the positive direction, as shown by the solid line, the second MG 400 rotates negatively while the engine speed Ne is maintained at 0 without increasing. That is, engine 100 is not cranked.

  Therefore, the ECU 30 according to the present embodiment determines whether or not the clutch C1 of the transmission 500 is in the disengaged state when the failure of the second MG 400 occurs during EV traveling, and if the clutch C1 is in the disengaged state. The clutch C1 is engaged, and the engine 100 is cranked after the clutch C1 is engaged. Then, after engine 100 is started by cranking, ECU 30 switches the travel mode from the normal mode to the retreat mode and performs retreat travel by GD travel.

  FIG. 7 is a flowchart showing an example of a processing procedure of the ECU 30 according to the present embodiment. This flowchart is started when a failure of the second MG 400 occurs.

  In step (hereinafter, step is abbreviated as “S”) 10, ECU 30 determines whether or not EV traveling is in progress.

  If the vehicle is traveling in EV (YES in S10), ECU 30 determines in S11 whether clutch C1 of transmission 500 is being disengaged. When clutch C1 is engaged (NO in S11), ECU 30 skips the processes of S12 to S14 and moves the process to S15.

  If clutch C1 is being released (YES in S11), ECU 30 starts engagement control of clutch C1 in S12.

  In S13, ECU 30 determines whether or not a predetermined time T1 has elapsed since the start of the engagement control of clutch C1. This determination is performed to determine whether or not the engagement control of the clutch C1 is functioning normally. For example, the predetermined time T1 is set in advance to the maximum value of the time required from the start of the engagement control of the clutch C1 until the actual engagement of the clutch C1 is completed.

  If predetermined time T1 has not elapsed since the start of clutch C1 engagement control (NO in S13), ECU 30 determines in S14 whether engagement of clutch C1 has been completed. For example, the ECU 30 acquires the vehicle speed V and the second MG rotation speed Nm2 from the vehicle speed sensor 15 and the resolver 22, respectively, and when the ratio of the second MG rotation speed Nm2 to the vehicle speed V matches the current gear ratio of the transmission 500, It is determined that the engagement of the clutch C1 has been completed.

  If the engagement of clutch C1 is completed before the predetermined time T1 elapses after the engagement control of clutch C1 is started (YES in S14), ECU 30 moves the process to S15.

  In S15, ECU 30 performs start control of engine 100. Specifically, ECU 30 performs cranking of engine 100 using the power of first MG 200, and starts engine 100 ignition control when engine rotational speed Ne increases to a predetermined rotational speed by cranking. Let

  After engine 100 is started, ECU 30 stops EV traveling and performs retreat traveling by GD traveling in S16.

  On the other hand, when the vehicle is traveling in the HV instead of the EV traveling (NO in S10), since the engine 100 is already in operation, the ECU 30 skips the processing of S10 to S15, moves the processing to S16, and performs GD. Perform evacuation by running.

  In addition, if the engagement of the clutch C1 is not completed even after the predetermined time T1 has elapsed from the start of the engagement control of the clutch C1 (NO in S13), the engagement control of the clutch C1 functions normally due to some abnormality. It is considered that the engine 100 cannot be cranked (that is, cannot shift to GD traveling). Therefore, ECU 30 stops engine 100, first MG 200, and second MG 400 to place the vehicle system in a stopped state (Ready-OFF state).

  As described above, when the failure of the second MG 400 occurs during EV traveling, the ECU 30 according to the present embodiment determines whether or not the clutch C1 of the transmission 500 is in the released state, and the clutch C1 is in the released state. In some cases, clutch C1 is engaged, and engine 100 is cranked using the power of first MG 200 after clutch C1 is engaged. Therefore, cranking engine 100 while clutch C1 of transmission 500 is released is suppressed. As a result, when the failure of the second MG 400 during EV traveling occurs, the engine 100 can be started more reliably and evacuation traveling by GD traveling can be performed.

[Modification]
In the above-described embodiment, when the failure of the second MG 400 occurs during EV traveling, the clutch C1 is engaged in view of the fact that the inertia of the ring gear (R) 320 is small when the clutch C1 is being released. The engine 100 was started later.

  However, it is conceivable that the clutch C1 is temporarily disengaged or half-engaged even during the shift of the transmission 500, and the inertia of the ring gear (R) 320 is temporarily reduced. In view of this point, in the present modification, when the transmission 500 is during a shift or just before the shift, the engine 100 is started after the shift is completed and the clutch C1 is completely engaged.

  FIG. 8 is a flowchart illustrating an example of a processing procedure of the ECU 30 according to the present modification. Of the steps shown in FIG. 8, the steps given the same numbers as the steps shown in FIG. 7 described above have already been described, and detailed description thereof will not be repeated here.

  When clutch C1 is engaged (NO at S11), or when engagement of clutch C1 is completed (YES at S14), ECU 30 at S20 immediately before or during shifting of transmission 500. It is determined whether or not there is. If it is not immediately before or during shifting of transmission 500 (NO in S20), ECU 30 shifts the process to S15 and performs start control of engine 100.

  If transmission 500 is immediately before or during shifting (YES in S20), ECU 30 determines in S21 whether the shifting has been completed or not. If the shift has not been completed (NO in S21), ECU 30 returns the process to S21 and waits until the shift is completed.

  When the shift is completed (YES in S21), ECU 30 moves the process to S15 and performs start control of engine 100.

  As described above, the ECU 30 according to the present modified example completes the shift and completes the engagement of the clutch C1 when the second MG 400 is malfunctioning during EV travel and during the shift of the transmission 500 or immediately before the shift. After the combination, the engine 100 is started and the evacuation traveling by GD traveling is performed. Therefore, it is possible to suppress the cranking of the engine 100 while the clutch C1 is temporarily disengaged or half-engaged during the speed change of the transmission 500 and the inertia of the ring gear (R) 320 is temporarily reduced. . Therefore, when failure of second MG 400 during EV traveling occurs, engine 100 can be started more reliably and evacuation traveling by GD traveling can be performed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 10 Engine rotational speed sensor, 15 Vehicle speed sensor, 21, 22 Resolver, 30 ECU, 31 Accelerator position sensor, 32 Shift position sensor, 33 Shift lever, 82 Drive wheel, 100 Engine, 200 1st MG, 300 Planetary gear mechanism , 400 2nd MG, 500 transmission, 510 rotating shaft, 520 output shaft, 600 PCU, 700 battery, 710 SMR, C1 clutch.

Claims (2)

A drive device for a vehicle,
Engine,
A first rotating electrical machine;
A second rotating electrical machine;
A rotating shaft connected to the second rotating electrical machine;
A planetary gear mechanism that mechanically connects the engine, the first rotating electrical machine, and the rotating shaft;
An output shaft connected to the drive wheels;
A transmission having a clutch provided between the rotating shaft and the output shaft and capable of connecting and disconnecting power transmission between the rotating shaft and the output shaft;
A first mode in which the vehicle is driven using the power of the second rotating electrical machine without using the power of the engine, and the vehicle is driven using the power of the engine without using the power of the second rotating electrical machine. A control device capable of switching the travel mode between the second mode and
The control device, when the second rotating electrical machine fails during traveling in the first mode,
Determining whether or not the clutch of the transmission is in a disengaged state and interrupting power transmission between the rotating shaft and the output shaft ;
When the clutch is in a disengaged state and is in a state of interrupting power transmission between the rotating shaft and the output shaft, the clutch is engaged.
After the clutch is engaged, the engine is cranked using the power of the first rotating electrical machine to start the engine,
A vehicle drive device that switches the travel mode from the first mode to the second mode after the engine is started. The control device, when the second rotating electrical machine fails during traveling in the first mode,
Determining whether the transmission is immediately before or during a shift,
If the transmission is immediately before or during a shift, the engine is cranked using the power of the first rotating electrical machine after the shift is completed, and the engine is started.
The vehicle drive device according to claim 1, wherein the driving mode is switched from the first mode to the second mode after the engine is started.

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