Controller for variable speed at power source failure hybrid transmission

The present invention accurately controls the speed change of the hybrid transmission so that the power source of the hybrid transmission, that is, the engine or the motor / generator, can secure the transmission output even in the event of a failure in which the normal output cannot be generated. It is about the technology to do.

As a conventional hybrid transmission, for example, as described in Patent Document 1, the engine is equipped with an engine, two planetary gears, and two motors / generators for controlling the sun gears of the two planetary gears, and the carrier of the planetary gears is used as the engine. It is known that the ring gear of the planetary gear is connected to the wheel.<patcit num="1"><text>Japanese Unexamined Patent Publication No. 2000-102106 (Fig. 1)</text></patcit>

<p> However, in a conventional hybrid transmission, the drive source of the engine or motor / generator normally outputs an output due to a failure of the engine, the motor / generator, or the inverter or battery that controls the drive control of these motors / generators. There was no suggestion on how to secure the transmission output when the output was abnormal, and there was a problem that the vehicle could not run when the power source was abnormal.</p><p> The present invention is a two-mode hybrid transmission previously proposed and developed by the applicant of the present application, that is, electric traveling (EV traveling) using only power from a motor / generator, or a hybrid using power from an engine. Hybrid shifting that allows you to select between a low mode suitable for low-speed driving and a high mode suitable for high-speed driving, regardless of whether it is driving (HEV driving), and therefore a fixed gear ratio mode can also be selected. It is an object of the present invention to provide a shift control device for a hybrid transmission in the event of a power source failure so that the transmission output can be reliably secured even when the output of the drive source is abnormal.</p>

<p> For this purpose, the speed change control device at the time of power source failure of the hybrid transmission according to the present invention is configured as described in claim 1. First, the prerequisite hybrid transmission connects one element of the first and second differentials with two degrees of freedom and three elements to each other, and the other one at one end of these differentials in the order of rotational speed. The first and second differentials are selected so that the low-side predetermined gear ratio is selected in the shift state in which the elements reverse each other, and the high-side predetermined gear ratio is selected in the shift state in which both of these elements rotate in the same direction. The first motor / generator, the input from the engine, the output to the drive train, and the second motor / generator are combined in order of rotation speed from the element at the other end, and the first motor / generator is combined. A first friction element is provided to fix the element, and the operation of the first friction element and the low speed in the state where the predetermined gear ratio on the low side is selected and the predetermined gear ratio on the high side are selected, respectively. Fixed gear ratio and high speed fixed gear ratio can be selected, A second friction element is provided to fix the other one element at one end of the first and second differentials together in the order of rotation speed, and a fixed gear ratio of medium speed is selected by the operation of the second friction element. It shall be possible.</p><p> In the present invention, the hybrid transmission is provided with a power source output abnormality detecting means for detecting the output abnormality of the engine, the first motor / generator, and the second motor / generator. When at least one output abnormality of the motor / generator and the second motor / generator is detected, the output from the normal power source and the above-mentioned arbitrary fixed gear ratio can secure the transmission output. ..</p>

<p> According to the configuration of the present invention, even if there is an output abnormality of the engine, the first motor / generator, or the second motor / generator, the output from the normal power source and the transmission output are secured by the fixed gear ratio. It is possible to avoid the worst situation in which the transmission output cannot be obtained at all.</p>

Hereinafter, embodiments of the present invention will be described in detail based on the examples shown in the drawings. FIG. 1 illustrates a control system of a hybrid transmission 1 provided with a power source failure shift control device according to an embodiment of the present invention, and the hybrid transmission 1 is referred to as a rear wheel drive vehicle (in the present embodiment). It has the following configuration as shown in Fig. 2, which is useful as a transmission for FR vehicles.

In FIG. 2, 11 shows a transmission case, and three simple planetary gear sets on the right side (rear end far from the engine ENG) in the axial direction (left-right direction in the figure) of the transmission case 1, that is, the front side near the engine ENG. The planetary gear set GF, the central planetary gear set GC, and the rear side planetary gear set GR are arranged coaxially and built in, and for example, a composite current two-layer motor 2 can be installed on the left side of the figure (front side near the engine ENG). The motor / generator set is arranged coaxially with the above planetary gear set and built in. Here, the central planetary gear set GC and the rear side planetary gear set GR form the first differential device and the second differential device with two degrees of freedom, respectively, and the front side planetary gear set GF has the third difference of two degrees of freedom. It forms a moving device, and correlates these so that it becomes a differential gear device 3 with three degrees of freedom as follows.

First, these front side planetary gear set GF, central planetary gear set GC, and rear side planetary gear set GR have three elements, sun gear Sf, Sc, Sr, ring gear Rf, Rc, Rr, and carrier Cf, Cc, Cr, respectively. It is a simple planetary gear set equipped with. Then, the ring gear Rr and the carrier Cc are coupled to each other, and the rotation of the engine ENG is input to these couplings via the engine clutch Cin as the input shaft 3 (as the input In in the collinear diagram of FIGS. 3 to 7). (Shown) is combined, and the carrier Cr is connected to the output axis 4 (indicated as output Out in the collinear diagram of FIGS. 3 to 7).

The composite current two-layer motor 2 includes an inner rotor 2ri and an annular outer rotor 2ro surrounding the inner rotor 2ro, which are coaxially and rotatably supported in the transmission case 11 between the inner rotor 2ri and the outer rotor 2ro. The annular reactor 2s, which is coaxially arranged in the annular space in the above, is fixedly attached to the transmission case 1 to be configured. The annular stator 2s and the outer rotor 2ro constitute the first motor / generator MG1 which is the outer motor / generator, and the annular stator 2s and the inner rotor 2ri constitute the second motor / generator MG2 which is the inner motor / generator. To configure. Here, the motors / generators MG1 and MG2 each function as a motor that outputs rotation in each direction and speed (including stop) according to the supply current when the combined current is supplied as a load on the motor side, and the combined current When the generator side is applied as a load, it functions as a generator that generates electric power according to the rotation by an external force.

The first motor / generator MG1 (outer rotor 2ro) is coupled to the ring gear Rc, the second motor / generator MG (inner rotor 2ri) is coupled to the sun gear Sf, and this sun gear Sf is coupled to the sun gear Sc. The carrier Cf and the sun gear Sf can be coupled by the high clutch Chi, and this carrier Cf is used as the low brake B._LOThe ring gear Rf is connected to the sun gear Sr.

In this embodiment, the band brake type low &amp; high brake B is provided on the outer circumference of the outer rotor 2ro._LH(1st friction element) is wound so that the ring gear Rc coupled to the outer rotor 12ro can be fixed. The degree of freedom of rotation of the differential device 3 is 3 as described above, but the low brake B will be described in detail later._LO, High Clutch Chi, Low &amp; High Brake B_LHSince one or more of them are always operated and fastened, the degree of freedom of rotation of the differential device 3 is 2 or less. Therefore, in the differential device 3, if the rotation speed of any two of the rotating elements forming the differential device 3 is determined, the rotation speeds of all the rotating elements are determined.

As shown in FIGS. 1 and 2, the hybrid transmission 1 of this embodiment is coaxially arranged behind the engine ENG and mounted vertically on the vehicle. Then, as shown in FIG. 1, the output shaft 5 is driven and coupled to the left and right rear wheels 7L and 7R via the differential gear device 6.

The control system for engine ENG and hybrid transmission 1 shall be as shown in Fig. 1. 21 is engine ENG and hybrid transmission 1 (motor / generator MG1, MG2, engine clutch Cin, low brake B)_LO, High Clutch Chi, Low &amp; High Brake B_LH) Is a hybrid controller that controls integrated control. This hybrid controller 21 is the target engine torque T of the engine ENG._E^*Is supplied to the engine controller 22, and the engine controller 22 sends the engine ENG to the command value T._E^*Drive to achieve.

The hybrid controller 21 also has the target torque T of the motor / generator MG1 and MG2.₁^*, T₂^*The motor controller 23 supplies the motor / generator MG1 and MG2 with the inverter 24 and the battery 25, respectively.₁^*, T₂^*Is controlled to be achieved. Further, the hybrid controller 21 has an engine clutch Cin and a low brake B in the hybrid transmission 1._LO, High Clutch Chi, Low &amp; High Brake B_LHThe hydraulic control device 26 is supplied with a hydraulic command for fastening and opening control, and the hydraulic control device 26 supplies the flood control according to these hydraulic commands to the engine clutch Cin and the low brake B._LO, High Clutch Chi, Low &amp; High Brake B_LHTo fasten and control the release.

For the above various controls, the hybrid controller 21 has a signal from the accelerator opening sensor 27 that detects the accelerator pedal depression amount (accelerator opening) APO, and the vehicle speed VSP (rotation speed ω of output Out)._{o o}The signal from the vehicle speed sensor 28 that detects (proportional to) and the signal from the input rotation sensor 29 that detects the input rotation speed (engine rotation speed Ne) to the ring gear Rr (carrier Cc) are input.

The hybrid transmission 1 having the configuration shown in FIG. 2 is as shown in FIGS. 3 to 7 when represented by a co-line diagram. The carrier Cc having an intermediate rotation speed order in the intermediate planetary gear set GC and the rear planetary gear set The ring gear Rr whose rotation speed order in GR is at the end is coupled to each other, and the sun gear Sr whose rotation speed order is opposite in the rear side planetary gear set GR and the rotation speed order in the intermediate planetary gear set GC are in the same direction. The ring gear Rf and the sun gear Sf in the front side planetary gear set GF are coupled to the sun gear Sc, respectively.

Also, the low brake B that fixes the carrier Cf of the planetary gear set GF._LOAnd a high clutch Chi that connects the carrier Cf and the sun gear Sf of the planetary gear set GF to each other. The motor / generator MG1 is connected to the ring gear Rc of the intermediate planetary gear set GC, and the input In from the engine ENG is connected to the carrier Cc of the intermediate planetary gear set GC and the ring gear Rr in the rear side planetary gear set GR. , Connect the output shaft 5 (output Out to the wheel drive system) to the carrier Cr of the rear side planetary gear set GR, and connect the motor / to the sun gear Sc (sun gear Sf of the front side planetary gear set GF) in the intermediate planetary gear set GC. Combine generator MG2. Furthermore, the ring gear Rc in the intermediate planetary gear set GC is set to low &amp; high brake B._LHCan be fixed by.

The collinear diagram of FIG. 3 shows the low brake B in the hybrid transmission described above._LOIndicates a low shift mode (hereinafter referred to as Low-iVT mode) in a state where the carrier Cf is fixed by the operation of, and in this case, as illustrated by the lever (indicated by the same code GF) in FIG. 3 related to the planetary gear set GF. The rotation of the sun gear Sr with respect to the sun gears Sc and Sf is the reverse rotation determined by the gear ratio between the ring gear Rf and the sun gear Sf. Therefore, the output Out coupled to the carrier Cr becomes lower than the input rotation (engine speed Ne) as is clear from Fig. 3, and therefore the shift mode (Low-iVT mode) is that of the sun gear Sc and sun gear Sf. It is used in the low gear ratio range including the reverse gear ratio rather than the gear ratio at which the rotation speed becomes 0.

In FIG. 3, assuming that the rotation speed Ne of the input In is constant, the motor / generator MG2 increases the forward rotation of the sun gear Sc to increase the reverse rotation of the ring gear Rf, so that the sun gear Sr coupled to the ring gear Rf The reverse rotation increases and the rotation speed No of the output Out decreases, the gear ratio can be shifted to the low side, and further, the gear ratio of the low side infinity (stopped) can be shifted to the reverse gear ratio. it can.

So low brake B_LOIn the shift mode (Low-iVT mode) with the above closed, the rotation speed ratio between the input rotation speed Ne and the output rotation speed No is controlled by the control of the motor / generator MG1 and MG2 and the control of the engine ENG. The output can be determined while controlling both the gear ratio and the driving force while freely selecting the gear, and this gear shift mode (Low-iVT mode) is a stepless gear ratio mode.

The co-line diagram of FIG. 4 shows the high shift mode (hereinafter referred to as Hi-iVT mode) in which the carrier Cf and the sun gear Sf of the planetary gear set GF are coupled by engaging the high clutch Chi in the above hybrid transmission. In this case, since all the rotating elements of the planetary gear set GF are integrally rotated, the sun gear Sr matches the sun gears Sf and Sc. Therefore, the lever related to the planetary gear set GR (indicated by the same code GR) rides on the lever related to the planetary gear set GC (indicated by the same code GC), and the gear train composed of the planetary gear set GC and GR has four elements. It will be represented by a linear co-line diagram with two degrees of freedom, and in the order of rotation speed of the rotating elements, the first motor / generator MG1, the input from the engine ENG, the output to the wheel drive system Out, the second motor / generator. It becomes an arrangement of MG2.

In the high shift mode (hereinafter referred to as Hi-iVT mode) with the high clutch Chi engaged in this way, the input rotation speed Ne and the output rotation speed are controlled by controlling the motors / generators MG1 and MG2 and the engine. The output can be determined while controlling both the gear ratio and the driving force while freely selecting the rotation speed ratio with No. This shift mode (Hi-iVT mode) is also the Low-iVT described above. Like the mode, it is a stepless speed change mode.

The collinear diagram of FIG. 5 shows the low &amp; high mode brake B in the low-iVT mode described above._LH1st speed fixed mode (hereinafter, 1st mode) with the ring gear Rc fixed is shown. In this case, the low gear ratio in the low gear shifting mode (Low-iVT mode) described above can be fixed. With this fixed low gear ratio (1st speed), low speed and large torque running is possible due to the large driving force that is the sum of the output of the engine ENG and the output of the 2nd motor / generator MG2. In this shift mode, if the second motor / generator MG2 is operated as a generator, it is possible to drive with an output in which the engine output is reduced by that amount. Low-iVT mode low &amp; high mode brake B_LHAs described above, the speed change mode (1st mode) in which the above is concluded is the state where the rotation speed ratio between the input rotation speed Ne and the output rotation element No is fixed to the 1st speed, and the engine power is the 2nd motor / generator MG2. This shift mode (1st mode) is a low-speed fixed gear ratio mode.

The collinear diagram in Fig. 6 shows the low brake B._LOIndicates a 2-speed fixed mode (hereinafter referred to as 2nd mode) in which the carrier Cf is fixed by the operation of and the sun gear Sf and the carrier Cf are coupled by the operation of the high clutch Chi. In this case, the sun gear Sr, Sc. Since the rotation speeds of both become 0, the lever GR overlaps the lever GC to form a linear collinear diagram with 4 elements and 2 degrees of freedom, and the sun gears Sr and Sc are fixed at the position of 0 rotation speed.

Therefore, the gear ratio can be fixed at an intermediate 2nd gear ratio between the low gear mode and the high gear mode, and at this fixed 2nd gear ratio, the output of the engine ENG and / or the first motor / generator MG1 Medium speed running is possible depending on the output. So low brake B_LOAs described above, the shift mode (2nd mode) in which both the high clutch Chi and the high clutch Chi are engaged and operated is used for engine power with the rotation speed ratio between the input rotation speed Ne and the output rotation speed No fixed at 2nd speed. The power of the 1st motor / generator MG1 can be adjusted and output, and this shift mode (2nd mode) is a medium speed fixed gear ratio mode. Therefore, low brake B_LOAnd the high clutch Chi constitute the second friction element of the present invention, which is fastened together to allow selection of a fixed gear ratio at medium speed. In this case, as the second friction factor for selecting the fixed gear ratio at medium speed, the low-iVT (EV-Low-iVT) mode, which is a continuously variable transmission mode for low speed, or the continuously variable transmission mode for high speed, is used. Low brake B used to select Hi-iVT (EV-Hi-iVT) mode_LOAnd since the high clutch Chi is diverted, there is a cost advantage that it is not necessary to newly install a second friction element.

The collinear diagram of FIG. 7 shows the low &amp; high mode brake B in the Hi-iVT mode described above._LH3rd speed fixed mode (hereinafter, 3rd mode) in which the ring gear Rc is fixed via the outer rotor 2ro is shown. In this case, the high side gear ratio (3rd speed) in Hi-iVT mode can be fixed. This fixed high gear ratio enables high-speed driving with the engine alone, and the second motor / generator MG2 can assist the driving force and regenerate energy during deceleration. It is possible to achieve both performance and improved fuel efficiency. Low &amp; high mode brake B in Hi-i VT mode_LHAs mentioned above, the 3rd speed fixed mode (3rd mode) is the state where the rotation speed ratio between the input rotation speed Ne and the output rotation speed No is fixed to the 3rd speed, and the engine power is the 2nd motor / The power of the generator MG2 can be adjusted and output, and this shift mode (3rd mode) is a high-speed fixed gear ratio mode.

Low brake B as above_LO, High Clutch Chi, Low &amp; High Brake B_LHThe two continuously variable transmission modes (Low-iVT mode, Hi-iVT mode) and the three fixed transmission ratio modes (1st mode, 2nd mode, 3rd mode) that can be obtained depending on the combination of engagement and release are engine clutches. A shift mode selected during hybrid (HEV) driving that can use both the power from the engine ENG and the power from the motors / generators MG1 and MG2 by fastening the Cin, and the low brake B_LO, High Clutch Chi, Low &amp; High Brake B_LHThe relationship with the combination of conclusion and release is shown in Fig. 8. In FIG. 8, a circle indicates fastening and a cross indicates release.

By the way, there are five similar shift modes as shown in FIG. 9 even during electric (EV) running in which the engine clutch Cin is released and the vehicle runs only by the power from the motors / generators MG1 and MG2. Also in FIG. 9, a circle indicates fastening and a cross indicates release. However, the shift mode during EV driving in FIG. 9 is shown by adding (EV-) at the beginning of the corresponding shift mode name.

In this embodiment, with respect to the above hybrid transmission, the hybrid controller 21 in FIG. 1 shifts and controls the hybrid transmission 1 according to the failure determination result of the power source according to the failure determination result of the power source, as described later. First, in step S1, it is determined whether or not any of the power sources has an output abnormality.

In this abnormality determination, as shown in FIG. 11, the output abnormality of the motor / generator MG1 and MG2 is determined by the fail signal of the motor controller 23 (see FIG. 1), and the command rotation speed of the motor / generator MG1 and MG2 is used. Compare the output rotation speed and judge the output abnormality of the motor / generator MG1 and MG2 based on whether they do not match, or check the command torque of the motor / generator MG1 and MG2 and the time change rate of the output rotation speed (actual torque). ), And the output abnormality of the motor / generator MG1 and MG2 is judged by whether or not they do not match.

In addition, when determining the failure of the inverter 24, it is determined that the inverter 24 has malfunctioned due to the fail signal of the motor controller 23, causing an output abnormality of the motors / generators MG1 and MG2, or the direct current of the inverter 24 is determined. The input power (current, voltage) on the (DC) side is compared with the output power on the AC (AC) side, and whether or not the inverter 24 is malfunctioning depending on whether or not they do not match, that is, the motor / Determine whether or not an output error has occurred in the generators MG1 and MG2.

In determining the failure of the engine ENG, the failure signal of the engine controller 22 (see Fig. 1) is used to determine the output abnormality of the engine ENG, and the command speed of the engine is compared with the transmission input speed Ne. Whether or not the engine ENG has an output abnormality is determined based on whether or not there is a mismatch.

When determining the failure of the battery 25, the fail signal of the motor controller 23 is used to determine the output abnormality of the motors / generators MG1 and MG2 due to the failure of the battery 25, and the HCM integrated value and the battery output voltage are compared to see if they do not match. Whether or not the output abnormality of the motor / generator MG1 and MG2 has occurred due to the defect of the battery 25 is determined.

Based on the result of the above power source output abnormality determination, when it is determined in step S1 that none of the power sources has caused an output abnormality, the control proceeds to step S2, where the hybrid controller 21 is as usual. , The engine controller 22, the motor controller 23, and the hydraulic control device 26 are instructed to select the optimum shift mode according to the operating state and the battery storage state SOC (power that can be taken out).

When it is determined in step S1 that one of the power sources has an output abnormality, the control proceeds to step S3, where it is determined whether the engine is HEV or EV depending on whether the engine ENG is in operation or not. .. In the case of HEV driving with the engine ENG in the operating state, in step S4, it is checked whether or not the engine ENG has caused an output abnormality due to a failure.

If it is determined in step S4 that the engine has not failed, at least one of the motors / generators MG1 and MG2 has an output abnormality. Therefore, control is advanced to step S5 as a failure in region A in FIG. 12, and the engine ENG The transmission output is secured in the 1st mode of the 1st speed fixed gear ratio, the 2nd mode of the 2nd speed fixed gear ratio, or the 3rd mode of the 3rd speed fixed gear ratio. At this time, which fixed gear ratio to use is determined based on the planned map from the vehicle speed VSP and the required driving force, and basically all the rotating members including the power source do not exceed the limit rotation. Such a fixed gear ratio and a fixed gear ratio necessary to achieve the required driving force shall be selected to avoid over-rotation and insufficient driving force of the rotating member.

If it is determined in step S4 that the engine has a failure accompanied by an output abnormality, control is advanced to step S6 as a failure in region B in FIG. 12, the engine clutch Cin between the engine ENG and the transmission 1 is released, and the first Power from the motor / generator MG1 or 2nd motor / generator MG2 and the transmission output in 1st mode with 1st speed fixed gear ratio, 2nd mode with 2nd speed fixed gear ratio, or 3rd mode with 3rd speed fixed gear ratio Make sure to secure the EV driving with a fixed gear ratio. Which fixed gear ratio is used at this time is that the required output obtained from the current transmission output rotation speed No. and the required driving force is generated at the lowest possible operating point of the first motor / generator MG1 or the second motor / generator MG2. A fixed gear ratio that allows the battery 25 to be selected shall be selected to reduce the burden on the battery 25. However, it goes without saying that basically, it is necessary to set the gear ratio so that all the rotating members including the power source do not over-rotate beyond the limit rotation.

If it is determined in step S3 that the engine ENG is in EV driving that is not in the operating state, in step S7 it is determined whether or not the inverter 24 and / or the battery 25 has failed, that is, the motors / generators MG1 and MG2. Check if both are output abnormalities. If so, the control is advanced to step S8 as a failure in region C in FIG. 12, and the 1st mode is set to the 1st speed fixed gear ratio, the 2nd mode is set to the 2nd speed fixed gear ratio, or the 3rd mode is set to the 3rd speed fixed gear ratio. Is selected, the engine clutch Cin between the engine ENG and the transmission 1 is engaged, the engine is started by the inertial force of the vehicle, and the power from the engine ENG and the 1st, 2nd, or 3rd speed are used. The transmission output is secured with the fixed gear ratio of, and the engine runs with the gear ratio fixed.

The fixed gear ratio used when starting the engine is a fixed gear ratio that is cranked at the startable rotation speed without over-rotating the engine ENG under the current transmission output rotation speed No. Ensure engine start while avoiding. For this reason, when the motor / generator MG1 and MG2 both have an abnormal output while selecting the EV-Low-iVT mode to be used at low speed, that is, when the failure occurs in the area C1 of FIG. The control program is executed, and the engine is started by the inertial force of the vehicle with the 1st speed fixed gear ratio (1st mode) selected because of the low speed.

To elaborate the control program of FIG. 13A, first, in step S21, it is checked whether the vehicle is running or stopped depending on whether or not the output rotation speed is No&gt; 0. If the vehicle is stopped, the inertial force of the vehicle does not exist and the engine cannot be started. Therefore, the engine clutch Cin is released in step S22, the engine speed Ne remains 0, and the stopped state is continued in step S23. When it is determined in step S21 that the output rotation speed is No&gt; 0 (running), low &amp; high brake B in step S24._LHAnd low brake B_LOFastening (low brake B_LOThe rotation speed of the ring gear Rc (rotation speed Nmg1 of the motor / generator MG1) is directed to 0 as shown by the arrow α in Fig. 13 (b) by holding the clutch because it was originally engaged. 1st mode) is selected, the engine clutch Cin is engaged in this state, and the engine speed Ne is increased toward the transmission input speed as shown by arrow β in Fig. 13 (b) due to the inertial force of the vehicle.

In the next step S25, it is checked whether or not the engine speed Ne increased as described above is equal to or higher than the startable speed Neidle, and the engine cannot be started unless Ne Neidle. The engine clutch Cin is released in step S26, and the vehicle is stopped in step S27. When it is determined in step S25 that the engine speed Ne is equal to or higher than the startable speed Neidle, the engine is started and self-sustaining operation is performed. Therefore, in step S28, the engine is started from the 1st mode (1st speed fixed gear ratio). Switch to the 2nd mode (2nd speed fixed gear ratio) or 3rd (3rd speed fixed gear ratio) required after starting. Here, the fixed gear ratio used after starting the engine is a fixed gear ratio that allows the engine ENG to generate the required output obtained from the current transmission output rotation speed No. and the required driving force with optimum fuel efficiency, or as much as possible. It is better to have a fixed gear ratio close to that and achieve the required driving force with optimum fuel efficiency.

On the other hand, when the motor / generator MG1 and MG2 both have an abnormal output while selecting the EV-Hi-iVT mode to be used at high speed, that is, when the failure occurs in the area C2 of FIG. 12, the control shown in FIG. 14 (a) When the program is executed and the 1st speed fixed gear ratio (1st mode) is selected because of the high speed, the engine overspeeds, so the 2nd speed fixed gear ratio (2nd mode) or the 3rd speed fixed gear ratio (3rd mode) is selected. Then, the engine is started by the inertial force of the vehicle. Whether to select the 2nd speed fixed gear ratio (2nd mode) or the 3rd speed fixed gear ratio (3rd mode) here, the engine speed will be high unless the engine start is prioritized and the engine overspeed occurs. Select one of the fixed gear ratios to ensure engine start while avoiding engine overspeed.

To elaborate the control program of FIG. 14A, first, in step S31, it is checked whether the vehicle is running or stopped depending on whether or not the output rotation speed is No&gt; 0. If the vehicle is stopped, the inertial force of the vehicle does not exist and the engine cannot be started. Therefore, the engine clutch Cin is released in step S32, the engine speed Ne remains 0, and the stopped state is continued in step S33. When it is determined in step S31 that the output rotation speed No. 0 (running), the engine is started by the following process in step S34.

That is, low brake B_LO(Since the high clutch Chi is originally engaged, this engagement is held), the rotation speeds of the sun gears Sc and Sr (rotation speed Nmg2 of the motor / generator MG2) are shown in Fig. 14 Select the 2nd speed fixed gear ratio (2nd mode) by directing it toward 0 as shown by the arrow γ in (b), or low &amp; high brake B_LHThe rotation speed of the ring gear Rc (rotation speed Nmg1 of the motor / generator MG1) is directed to 0 as shown by the arrow α in Fig. 14 (b), and the 1st speed fixed gear ratio (1st mode) is selected. The engine clutch Cin is engaged with one of the fixed gear ratios selected, and the engine speed Ne is increased toward the transmission input speed as shown by the arrow β in FIG. 14 (b) due to the inertial force of the vehicle.

In the next step S35, it is checked whether or not the engine speed Ne increased as described above is equal to or higher than the startable speed Neidle, and the engine cannot be started unless Ne Neidle. The engine clutch Cin is released in step S36, and the vehicle is stopped in step S37. When it is determined in step S35 that the engine speed Ne is equal to or higher than the startable speed ratio Neidle, the engine is started and self-sustaining operation is performed. Therefore, in step S38, the 1st mode according to the vehicle speed VSP after the engine is started. Select (1st speed fixed gear ratio), 2nd mode (2nd speed fixed gear ratio), or 3rd (3rd speed fixed gear ratio). The fixed gear ratio used after starting the engine is a fixed gear ratio that allows the engine ENG to generate the required output obtained from the current transmission output rotation speed No. and the required driving force with optimum fuel efficiency, or as close as possible to it. It is better to use a fixed gear ratio and achieve the required driving force with optimum fuel efficiency.

In addition, when the motor / generator MG1 and MG2 both have an abnormal output while selecting the EV-1st mode to be used at low speed, that is, when the failure occurs in the area C3 of FIG. 12, the control program of FIG. 15 (a) is used. Execute and start the engine by the inertial force of the vehicle with the currently selected 1st speed fixed gear ratio (1st mode).

To elaborate the control program of FIG. 15A, first, in step S41, it is checked whether the vehicle is running or stopped depending on whether or not the output rotation speed is No&gt; 0. If the vehicle is stopped, the inertial force of the vehicle does not exist and the engine cannot be started. Therefore, the engine clutch Cin is released in step S42, the engine speed Ne remains 0, and the stopped state is continued in step S43. When it is determined in step S41 that the output rotation speed is No&gt; 0 (running), low brake B is performed in step S44._LOFastening and low &amp; high brake B_LHThe engine clutch Cin is engaged while maintaining the 1st speed fixed gear ratio (1st mode) by the engagement of (both are originally concluded, so this fastening is held), and the engine speed is rotated by the inertial force of the vehicle. The number Ne is increased toward the transmission input speed as shown by the arrow β in Fig. 15 (b).

In the next step S45, it is checked whether or not the engine speed Ne increased as described above is equal to or higher than the startable speed Neidle, and the engine cannot be started unless Ne Neidle. The engine clutch Cin is released in step S46, and the vehicle is stopped in step S47. When it is determined in step S45 that the engine speed Ne is equal to or higher than the startable speed ratio Neidle, the engine is started and self-sustaining operation is performed. Therefore, in step S48, the 1st mode according to the vehicle speed VSP after the engine is started. Select (1st speed fixed gear ratio), 2nd mode (2nd speed fixed gear ratio), or 3rd (3rd speed fixed gear ratio). The fixed gear ratio used after starting the engine is a fixed gear ratio that allows the engine ENG to generate the required output obtained from the current transmission output rotation speed No. and the required driving force with optimum fuel efficiency, or as close as possible to it. It is better to use a fixed gear ratio and achieve the required driving force with optimum fuel efficiency.

Furthermore, in the event of a failure in which the motors / generators MG1 and MG2 both have output abnormalities while selecting the EV-2nd mode to be used at medium speed, that is, in the case of a failure in region C4 of FIG. 12, the control program of FIG. 16 (a) Is executed, and the engine is started by the inertial force of the vehicle while keeping the currently selected 2nd speed fixed gear ratio (2nd mode).

To elaborate the control program of FIG. 16A, first, in step S51, it is checked whether the vehicle is running or stopped depending on whether or not the output rotation speed is No&gt; 0. If the vehicle is stopped, the inertial force of the vehicle does not exist and the engine cannot be started. Therefore, the engine clutch Cin is released in step S52, the engine speed Ne remains 0, and the stopped state is continued in step S53. When it is determined in step S51 that the output rotation speed No. 0 (running), the engine is started by the following process in step S54.

That is, low brake B_LOBy engaging the engine clutch Cin and the high clutch Chi (both are originally engaged, this engagement will be retained), the engine clutch Cin will be engaged with the 2nd speed fixed gear ratio (2nd mode), and the vehicle The engine speed Ne is increased by the inertial force toward the transmission input speed as shown by the arrow β in Fig. 16 (b).

In the next step S55, it is checked whether or not the engine speed Ne increased as described above is equal to or higher than the startable speed Neidle, and the engine cannot be started unless Ne Neidle. The engine clutch Cin is released in step S56, and the vehicle is stopped in step S57. When it is determined in step S55 that the engine speed Ne is equal to or higher than the startable speed ratio Neidle, the engine is started and self-sustaining operation is performed. Therefore, in step S58, the 1st mode according to the vehicle speed VSP after the engine is started. Select (1st speed fixed gear ratio), 2nd mode (2nd speed fixed gear ratio), or 3rd (3rd speed fixed gear ratio). The fixed gear ratio used after starting the engine is a fixed gear ratio that allows the engine ENG to generate the required output obtained from the current transmission output rotation speed No. and the required driving force with optimum fuel efficiency, or as close as possible to it. It is better to use a fixed gear ratio and achieve the required driving force with optimum fuel efficiency.

In addition, when the motor / generator MG1 and MG2 both have an abnormal output while selecting the EV-3rd mode to be used at high speed, that is, when the failure occurs in the area C5 of FIG. 12, the control program of FIG. 17 (a) is used. Execute and start the engine by the inertial force of the vehicle with the currently selected 3rd speed fixed gear ratio (3rd mode).

To elaborate the control program of FIG. 17A, first, in step S61, it is checked whether the vehicle is running or stopped depending on whether or not the output rotation speed is No&gt; 0. If the vehicle is stopped, the inertial force of the vehicle does not exist and the engine cannot be started. Therefore, the engine clutch Cin is released in step S62, the engine speed Ne remains 0, and the stopped state is continued in step S63. When it is determined in step S61 that the output rotation speed is No&gt; 0 (running), the engine is started by the following process in step S64.

In other words, high clutch Chi fastening and low &amp; high brake B_LH(Because both are originally concluded, this conclusion will be held), the engine clutch Cin is engaged with the 3rd speed fixed gear ratio (3rd mode), and the engine speed is increased by the inertial force of the vehicle. Ne is raised toward the transmission input speed as shown by the arrow β in Fig. 17 (b).

In the next step S65, it is checked whether or not the engine speed Ne increased as described above is equal to or higher than the startable speed Neidle, and the engine cannot be started unless Ne Neidle. The engine clutch Cin is released in step S66, and the vehicle is stopped in step S67. When it is determined in step S65 that the engine speed Ne is equal to or higher than the startable speed ratio Neidle, the engine is started and self-sustaining operation is performed. Therefore, in step S68, the 1st mode according to the vehicle speed VSP after the engine is started. Select (1st speed fixed gear ratio), 2nd mode (2nd speed fixed gear ratio), or 3rd (3rd speed fixed gear ratio). The fixed gear ratio used after starting the engine is a fixed gear ratio that allows the engine ENG to generate the required output obtained from the current transmission output rotation speed No. and the required driving force with optimum fuel efficiency, or as close as possible to it. It is better to use a fixed gear ratio and achieve the required driving force with optimum fuel efficiency.

When it is determined in step S7 of FIG. 10 that the inverter 24 and / or the battery 25 has not failed, in step S9, it is checked which of the motor / generator MG1 and MG2 has failed and the output is abnormal. .. If it is determined that the motor / generator MG2 has failed, the failure in region D in Fig. 12, that is, EV-Low-iTV mode, EV-Hi-iVT mode, or EV-1st mode that does not use engine power , Or, when EV-2nd mode or EV-3rd mode is selected, the control is advanced to step S10 assuming that an output error of the 2nd motor / generator MG2 has occurred, and the elements related to the failed motor / generator MG2 are fixed. Low brake B_LOBy engaging the high clutch Chi and the high clutch Chi, the 2nd speed fixed gear ratio (2nd mode) shown in the collinear diagram of Fig. 6 is selected, and the engine ENG is started by the normal motor / generator MG1.

After starting the engine, the transmission output is secured at an arbitrary fixed gear ratio using the power from now on, but the selection of the fixed gear ratio was obtained from the current transmission output rotation speed No. and the required driving force. It is preferable to set the required output to a fixed gear ratio that the engine ENG generates with the optimum fuel consumption, or a fixed gear ratio that is as close as possible to that, and to realize the required driving force with the optimum fuel consumption. Needless to say, not only the power from the engine but also the power from the normal motor / generator MG1 may be used as required.

On the other hand, if it is determined in step S9 that the motor / generator MG1 has failed and the output is abnormal, the failure in region E in Fig. 12, that is, EV-Low-iTV mode that does not use engine power, or EV-Hi -When the iVT mode, EV-1st mode, EV-2nd mode, or EV-3rd mode is selected, the control is advanced to step S11 as an output error of the 1st motor / generator MG1 occurs, and a failure occurs. Low &amp; high brake B to fix the elements related to the motor / generator MG1_LHBy concluding, the 1st speed fixed gear ratio (1st mode) shown in the collinear diagram of Fig. 5 or the 3rd speed fixed gear ratio (3rd mode) shown in the collinear diagram of Fig. 7 is selected and normal. The engine ENG is started by the motor / generator MG2.

Whether to use the 1st speed fixed gear ratio (1st mode) or the 3rd speed fixed gear ratio (3rd mode) when starting the engine is up to the number of revolutions at which the engine can be started by the power from the normal motor / generator MG2. Needless to say, the fixed gear ratio that can be cranked is used to ensure the start of the engine.

After starting the engine, the transmission output is secured at an arbitrary fixed gear ratio using the power from now on, but the selection of the fixed gear ratio was obtained from the current transmission output rotation speed No. and the required driving force. It is preferable that the required output is a fixed gear ratio that the engine ENG generates with the optimum fuel consumption, or a fixed gear ratio that is as close as possible to that, and the required driving force is realized with the optimum fuel consumption. Needless to say, not only the power from the engine but also the power from the normal motor / generator MG2 may be used as required.

According to the power source failure shift control device of the present embodiment having the above configuration, even if there is an output abnormality of the engine ENG or the first motor / generator MG1 and / or the second motor / generator MG2, it is normal. The transmission output can be secured by the output from the power source and the fixed gear ratio, and the worst situation in which the transmission output cannot be obtained at all can be avoided. Then, even when the output abnormality of the power source occurs under any of the 10 types of shift modes shown in FIG. 12, the output from the normal power source and the fixed gear ratio are as described above. The transmission output can be secured by.

In addition, as a fixed gear ratio to be used when an abnormality in the output of the power source is detected, a fixed gear ratio is selected so that all the rotating members including the power source do not exceed the limit rotation. The above effects can be achieved without rotation.

Although not described in the illustrated example, when an output abnormality of the first motor / generator MG1 and / or the motor / generator MG2 is detected at least when the power from the engine ENG is used, the power is from only the engine ENG. It is also possible to secure the transmission output with any fixed gear ratio (1st, 2nd, 3rd mode) manually selected. In this case, when the output of the 1st motor / generator MG1 and / or the motor / generator MG2 is abnormal, It is possible to drive by manual shifting using only engine power.

<figref num="1">It is a system diagram which shows the control system of the hybrid transmission provided with the power source failure shift control device which is one Example of this invention.</figref><figref num="2">It is a schematic longitudinal side view of the hybrid transmission.</figref><figref num="3">It is a collinear diagram of the hybrid transmission shown in FIG. 2 in the low side continuously variable transmission mode.</figref><figref num="4">It is a collinear diagram of the hybrid transmission shown in FIG. 2 in the high side continuously variable transmission mode.</figref><figref num="5">It is a collinear diagram of the hybrid transmission shown in FIG. 2 in the 1-speed fixed gear ratio mode.</figref><figref num="6">It is a collinear diagram of the hybrid transmission shown in FIG. 2 in the 2-speed fixed gear ratio mode.</figref><figref num="7">It is a collinear diagram of the hybrid transmission shown in FIG. 2 in the 3-speed fixed gear ratio mode.</figref><figref num="8">It is a logical explanation diagram which showed the relationship between the selection mode when the engine power is input to the hybrid transmission shown in FIG. 2 and the engagement and release of a brake and a clutch.</figref><figref num="9">It is a logical explanation diagram which showed the relationship between the selection mode when engine power is not input to the hybrid transmission shown in FIG. 2 and the engagement and release of a brake and a clutch.</figref><figref num="10">It is a flowchart which shows the control program of the shift control at the time of a power source failure executed by a hybrid controller in FIG.</figref><figref num="11">It is explanatory drawing explaining the failure judgment standard for each power source failure part.</figref><figref num="12">It is explanatory drawing which shows the shift control mode at the time of a power source failure determined for each combination of a shift mode and a power source failure part.</figref><figref num="13">FIG. 12 shows the shift control at the time of power source failure in the C1 region, (a) is a flowchart showing the control program of the shift control at the time of the same power source failure, and (b) is the operation explanation of the shift control at the time of the same power source failure. It is a collinear diagram for.</figref><figref num="14">FIG. 12 shows the shift control at the time of power source failure in the C2 region, (a) is a flowchart showing the control program of the shift control at the time of the same power source failure, and (b) is the operation explanation of the shift control at the time of the same power source failure. It is a collinear diagram for.</figref><figref num="15">FIG. 12 shows the shift control at the time of power source failure in the C3 region, (a) is a flowchart showing the control program of the shift control at the time of the same power source failure, and (b) is the operation explanation of the shift control at the time of the same power source failure. It is a collinear diagram for.</figref><figref num="16">FIG. 12 shows the shift control at the time of power source failure in the C4 region, (a) is a flowchart showing the control program of the shift control at the time of the same power source failure, and (b) is the operation explanation of the shift control at the time of the same power source failure. It is a collinear diagram for.</figref><figref num="17">The power source failure shift control in the C5 region of FIG. 12 is shown, (a) is a flowchart showing the control program of the same power source failure shift control, and (b) is an operation explanation of the same power source failure shift control. It is a collinear diagram for.</figref>

Code description

ENG Engine 1 Hybrid transmission 2 Composite current 2-layer motor MG1 1st motor / generator MG2 2nd motor / generator 3 Differential gear device 4 Input shaft 5 Output shaft 6 Differential gear device 7L, 7R Rear wheel GF Front side planetary gear set (Differential device) GC Intermediate planetary gear set (Differential device) GR Rear side planetary gear set (Differential device) Cin Engine clutch Chi High clutch (2nd friction element) B_LO Low brake (second friction element) B_LH Low &amp; high brake (1st friction element) 11 Transmission case 21 Hybrid controller 22 Engine controller 23 Motor controller 24 Inverter 25 Battery 26 Flood control device 27 Accelerator opening sensor 28 Vehicle speed sensor 29 Input rotation sensor