WO2014157183A1 - Dispositif de détection d'erreur pour véhicules hybrides et procédé de détection d'erreur - Google Patents

Dispositif de détection d'erreur pour véhicules hybrides et procédé de détection d'erreur Download PDF

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Publication number
WO2014157183A1
WO2014157183A1 PCT/JP2014/058245 JP2014058245W WO2014157183A1 WO 2014157183 A1 WO2014157183 A1 WO 2014157183A1 JP 2014058245 W JP2014058245 W JP 2014058245W WO 2014157183 A1 WO2014157183 A1 WO 2014157183A1
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WIPO (PCT)
Prior art keywords
rotation speed
ratio
motor
rotation
speed
Prior art date
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PCT/JP2014/058245
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English (en)
Japanese (ja)
Inventor
倫平 天野
創 田坂
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
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Filing date
Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to JP2015508536A priority Critical patent/JP6158915B2/ja
Publication of WO2014157183A1 publication Critical patent/WO2014157183A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/42—Control of clutches
    • B60Y2300/429—Control of secondary clutches in drivelines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a technique for detecting abnormality of a continuously variable transmission in a hybrid vehicle.
  • JP2010-155590A discloses a hybrid vehicle including an engine and a motor generator.
  • the engine output and the motor generator output are controlled by controlling the engagement state of the two clutches provided between the engine and the motor generator and between the motor generator and the stepped transmission. It is transmitted to the drive wheels via a step transmission.
  • a continuously variable transmission can be applied to the hybrid vehicle as described above.
  • the gear ratio is controlled based on the rotation speeds of the primary pulley and the secondary pulley, so it is necessary to detect any abnormality in the rotation speed sensor that detects the rotation speed of both pulleys. There is.
  • the present invention has been made in view of such technical problems, and an object of the present invention is to detect an abnormality in the rotational speed sensor of a continuously variable transmission in a hybrid vehicle.
  • an engine a motor arranged in series with the engine, a continuously variable transmission that changes the rotation of at least one of the engine and the motor and outputs it to drive wheels,
  • a first clutch disposed between the engine and the motor; a second clutch disposed between the motor and the continuously variable transmission; and a motor rotational speed detecting means for detecting the rotational speed of the motor.
  • a primary rotation speed sensor that detects an input rotation speed of the continuously variable transmission, and a secondary rotation speed sensor that detects an output rotation speed of the continuously variable transmission.
  • the calculated differential rotation is greater than a predetermined value, and the calculated transmission ratio is the maximum transmission ratio of the continuously variable transmission. If it is larger or smaller than the minimum speed ratio, it is determined that the primary rotational speed sensor is abnormal, the calculated differential rotation is less than a predetermined value, and the calculated speed ratio is the maximum speed ratio.
  • FIG. 1 is an overall configuration diagram of a hybrid vehicle.
  • FIG. 2 is a flowchart showing an abnormality detection procedure of the rotation speed sensor according to the embodiment of the present invention.
  • FIG. 1 is an overall configuration diagram of a hybrid vehicle (hereinafter referred to as a vehicle) 100.
  • vehicle 100 includes an engine 1, a first clutch 2, a motor generator (hereinafter referred to as MG) 3, a first oil pump 4, a second oil pump 5, a second clutch 6, and a continuously variable transmission. (Hereinafter referred to as CVT) 7, drive wheel 8, and integrated controller 50.
  • MG motor generator
  • CVT continuously variable transmission
  • Engine 1 is an internal combustion engine that uses gasoline, diesel, or the like as fuel, and the rotational speed, torque, and the like are controlled based on an engine control command from integrated controller 50.
  • the first clutch 2 is a normally open hydraulic clutch interposed between the engine 1 and the MG 3.
  • the engagement / release state of the first clutch 2 is controlled by the control hydraulic pressure generated by the hydraulic control valve unit 71 based on a command from the integrated controller 50.
  • a dry multi-plate clutch is used as the first clutch 2.
  • MG3 is a synchronous rotating electrical machine in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
  • the MG 3 is controlled by applying the three-phase alternating current generated by the inverter 9 based on the MG control command from the integrated controller 50.
  • the MG 3 can operate as an electric motor that is rotationally driven by the supply of electric power from the battery 10. Further, when the rotor receives rotational energy from the engine 1 or the drive wheel 8, the MG 3 functions as a generator that generates electromotive force at both ends of the stator coil and can charge the battery 10.
  • the first oil pump 4 is a vane pump driven by the engine 1 or MG3.
  • the first oil pump 4 sucks up the hydraulic oil stored in the oil pan 72 of the CVT 7 and supplies the hydraulic pressure to the hydraulic control valve unit 71.
  • the second oil pump 5 is an electric oil pump that operates by receiving power from the battery 10.
  • the second oil pump 5 is driven when the amount of oil is insufficient with only the first oil pump 4 based on a command from the integrated controller 50, and is stored in the oil pan 72 of the CVT 7 in the same manner as the first oil pump 4.
  • the hydraulic oil is sucked up and the hydraulic pressure is supplied to the hydraulic control valve unit 71.
  • the second clutch 6 is interposed between the MG 3 and the CVT 7.
  • the CVT 7 select position is a forward position (D, L, 2, 1, etc.)
  • the second clutch 6 is engaged to achieve a forward state in which the rotation of the engine 1 and MG 3 is transmitted to the CVT 7 as it is.
  • the clutch is provided with a forward / reverse switching mechanism that realizes a reverse state in which the rotation of the engine 1 and the MG 3 is decelerated and reversed to be transmitted to the CVT 7 when engaged. .
  • the engagement / release of the second clutch 6 is controlled by the control oil pressure generated by the oil pressure control valve unit 71 based on a command from the integrated controller 50.
  • the second clutch 6 for example, a normally open wet multi-plate clutch is used.
  • the CVT 7 is disposed downstream of the MG 3 and includes a primary pulley 73, a secondary pulley 74, and a belt 75 that spans both pulleys.
  • the CVT 7 can change the gear ratio steplessly based on the rotation speed of the primary pulley 73, the rotation speed of the secondary pulley 74, the accelerator opening, and the like.
  • the discharge pressure from the first oil pump 4 and the second oil pump 5 is used as a primary pressure, and a primary pulley pressure and a secondary pulley pressure are created.
  • the pulley pressure causes the movable pulley of the primary pulley 73 and the movable pulley of the secondary pulley 74 to move in the axial direction. To change the pulley contact radius of the belt 75, thereby changing the gear ratio steplessly.
  • a differential 12 is connected to an output shaft of the CVT 7 via a final reduction gear mechanism (not shown), and a drive wheel 8 is connected to the differential 12 via a drive shaft 13.
  • the integrated controller 50 switches between the EV mode and the HEV mode as the operation mode of the vehicle 100.
  • the EV mode is a mode in which the first clutch 2 is disengaged and the vehicle travels using only MG3 as a drive source.
  • the EV mode is selected when the required driving force is low and the amount of charge of the battery 10 is sufficient.
  • HEV mode is a mode in which the first clutch 2 is engaged and the engine 1 and the MG 3 are used as driving sources.
  • the HEV mode is selected when the required driving force is high or when the charge amount of the battery 10 is insufficient.
  • the speed ratio is controlled using the rotation speed of the primary pulley 73 and the rotation speed of the secondary pulley 74. Therefore, the rotation speed sensor 52 that detects the rotation speed of the pulleys 73 and 74, When an abnormality occurs in 55, it is necessary to detect this.
  • the integrated controller 50 performs the abnormality detection process according to the procedure shown in the flowchart of FIG. 2 in order to enable the abnormality detection of the rotation speed sensors 52 and 55 while ensuring the detection accuracy.
  • the abnormality detection processing of the rotational speed sensors 52 and 55 will be described with reference to this.
  • the integrated controller 50 determines whether or not the vehicle state is a detection permission state.
  • the detection permission state is a state in which the second clutch 6 is engaged, for example, when the select position of the CVT 7 is a forward position or a reverse position and the vehicle speed is 20 km / h or higher.
  • the vehicle 100 does not include a torque converter unlike a conventional vehicle equipped with an automatic transmission, the vehicle 100 starts while slipping the second clutch 6. Therefore, while the second clutch 6 is being slipped, the rotation speed of MG3, which will be described later, cannot be compared with the rotation speed of the primary pulley 73 detected by the primary rotation speed sensor 52. Therefore, no abnormality is detected during this time. It seems to be. The effect of not detecting abnormality in this way will be described later together with the effect of comparing the rotational speed of MG3 and the rotational speed of primary pulley 73.
  • the process proceeds to S2. If it is determined that the vehicle state is not the detection permission state, the process is performed again from S1.
  • the integrated controller 50 calculates a differential rotation between the rotation speed of the MG 3 and the rotation speed of the primary pulley 73 detected by the primary rotation speed sensor 52, and determines whether or not the differential rotation is equal to or less than a predetermined value.
  • the predetermined value is a value that can be determined that the second clutch 6 is normally engaged, and is, for example, 1000 rpm.
  • the rotation speed of MG3 is obtained from the MG control command.
  • the integrated controller 50 determines that the primary rotation speed sensor 52 and the second clutch 6 are normal when the differential rotation between the rotation speed of the MG 3 and the rotation speed of the primary pulley 73 is equal to or less than a predetermined value (S3). , The process proceeds to S4. If it is determined that the differential rotation between the rotation speed of MG3 and the rotation speed of the primary pulley 73 is greater than a predetermined value, it is determined that the primary rotation speed sensor 52 or the second clutch 6 is abnormal (S7), and the process proceeds to S8. To migrate.
  • the integrated controller 50 calculates the actual gear ratio calculated based on the rotation speed of the primary pulley 73 detected by the primary rotation speed sensor 52 and the rotation speed of the secondary pulley 74 detected by the secondary rotation speed sensor 55 in the structure in the CVT 7. It is determined whether or not it is larger than the above set maximum gear ratio (the lowest Low gear ratio) and smaller than the set minimum gear ratio (the highest High gear ratio).
  • the set maximum speed ratio and the set minimum speed ratio are the maximum speed ratio and the minimum speed ratio that can be taken in the structure of the CVT 7 as described above. Therefore, in a state where the primary rotational speed sensor 52 is normal, an actual speed ratio exceeding the range of the set maximum speed ratio and the set minimum speed ratio is generated only when the secondary speed sensor 55 is abnormal. .
  • the integrated controller 50 determines that the actual speed ratio is greater than the set maximum speed ratio, or determines that the actual speed ratio is less than the set minimum speed ratio, the integrated controller 50 determines that the secondary rotational speed sensor 55 is abnormal (S5). ), The process is terminated. If it is determined that the actual speed ratio is less than or equal to the set maximum speed ratio and the actual speed ratio is greater than or equal to the set minimum speed ratio, it is determined that the secondary rotational speed sensor 55 is normal (S6), and the process proceeds to S1.
  • the primary rotational speed sensor 52 and the second clutch 6 are normal, and further, the secondary rotational speed sensor is compared by comparing the actual speed ratio with the set maximum speed ratio and the set minimum speed ratio. The presence or absence of 55 abnormalities can be detected.
  • the integrated controller 50 determines whether or not the actual gear ratio is larger than the set maximum gear ratio and smaller than the set minimum gear ratio, as in S4.
  • the actual speed ratio is a range between the set maximum speed ratio and the set minimum speed ratio. None exceed. In other words, when the actual speed ratio exceeds the range between the set maximum speed ratio and the set minimum speed ratio, the primary rotational speed sensor 52 is abnormal, and the actual speed ratio is within the range between the set maximum speed ratio and the set minimum speed ratio. If this is the case, the second clutch 6 becomes abnormal.
  • the integrated controller 50 determines that the primary rotational speed sensor 52 is abnormal when it is determined that the actual speed ratio is greater than the set maximum speed ratio or when the actual speed ratio is less than the set minimum speed ratio. (S9), the process ends. If it is determined that the actual speed ratio is less than or equal to the set maximum speed ratio and the actual speed ratio is greater than or equal to the set minimum speed ratio, it is determined that the second clutch 6 is abnormal (S10), and the process ends.
  • the primary rotational speed sensor 52 or the second clutch 6 is abnormal, and further, the primary rotational speed sensor is compared by comparing the actual speed ratio with the set maximum speed ratio and the set minimum speed ratio. It can be detected which of 52 and the second clutch 6 is abnormal.
  • the rotational speed of the MG3 and the rotational speed of the primary pulley 73 are compared (S2), and the actual speed ratio is compared with the set maximum speed ratio and the set minimum speed ratio (S4). , S8), the abnormality of the primary rotational speed sensor 52 and the secondary rotational speed sensor 55 can be detected.
  • the rotation speed of the MG3 and the rotation speed of the primary pulley 73 are compared (S2), and further, the actual speed ratio is compared with the set maximum speed ratio and the set minimum speed ratio (S8). An abnormality of the clutch 6 can be detected.
  • the set maximum speed ratio and the set minimum speed ratio are the maximum speed ratio and the minimum speed ratio that can be taken in the structure of the CVT 7.
  • slip loss of the belt 75, and the like. May be set.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention porte sur un dispositif de détection d'erreur, lequel dispositif comprend : des moyens qui calculent arithmétiquement la rotation différentielle entre la vitesse de rotation d'un moteur et la vitesse de rotation d'entrée détectée par un capteur de vitesse de rotation primaire ; des moyens de calcul arithmétique de rapport de vitesse qui calculent arithmétiquement le rapport de vitesse pour une transmission variable en continu, sur la base de la vitesse de rotation d'entrée détectée par le capteur de vitesse de rotation primaire et de la vitesse de rotation de sortie détectée par un capteur de vitesse de rotation secondaire ; et des moyens de détection d'erreur qui déterminent que le capteur de vitesse de rotation primaire a une erreur, si la rotation différentielle est supérieure à une valeur prescrite et si le rapport de vitesse est supérieur au rapport de vitesse maximal ou est inférieur au rapport de vitesse minimal pour la transmission variable en continu, quand un second embrayage est mis en prise pendant le déplacement, et qui déterminent que le capteur de vitesse de rotation secondaire a une erreur, si la rotation différentielle n'est pas supérieure à la valeur prescrite et si le rapport de vitesse est supérieur au rapport de vitesse maximal ou est inférieur au rapport de vitesse minimal.
PCT/JP2014/058245 2013-03-25 2014-03-25 Dispositif de détection d'erreur pour véhicules hybrides et procédé de détection d'erreur WO2014157183A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015508536A JP6158915B2 (ja) 2013-03-25 2014-03-25 ハイブリッド車両の異常検知装置及び異常検知方法

Applications Claiming Priority (2)

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JP2013-062517 2013-03-25
JP2013062517 2013-03-25

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WO2014157183A1 true WO2014157183A1 (fr) 2014-10-02

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Cited By (4)

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JP2017039345A (ja) * 2015-08-18 2017-02-23 トヨタ自動車株式会社 車両
CN109268487A (zh) * 2018-11-29 2019-01-25 潍柴动力股份有限公司 一种输出轴转速的计算方法及装置
KR101973870B1 (ko) * 2017-12-18 2019-04-29 현대트랜시스 주식회사 차량의 제어장치 및 제어방법
US10696307B2 (en) 2018-07-10 2020-06-30 Ford Global Technologies, Llc Anomaly detector for vehicle control signals

Families Citing this family (1)

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KR102375153B1 (ko) * 2019-12-04 2022-03-18 현대자동차주식회사 차량의 변속기 제어장치

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