Apparatus and method for determining a state of a hybrid power train

Description: TECHNICAL FIELD [Detailed description of the invention]

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INDUSTRIAL APPLICABILITY The present invention relates to a power train state determination device having a configuration in which a power transmission device is provided on the output side of a driving force source.

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PROBLEM TO BE SOLVED: In general, a vehicle is equipped with a driving force source, and a power train is configured so that the power of the driving force source is transmitted to wheels via a power transmission device. An example of a vehicle control device having such a power train is described in Japanese Patent Application Laid-Open No. 10-196427.

This publication describes a hybrid vehicle having a plurality of driving force sources, specifically an engine and a motor generator. A first clutch is provided in the power transmission path from the engine to the transmission, and a second clutch is provided in the power transmission path from the motor generator to the transmission. Further, a battery is connected to the motor generator via an inverter. When both the engine and the motor generator are normal, the engagement / disengagement of the first clutch and the second clutch is controlled based on a predetermined normal control mode, and the engine Alternatively, the vehicle is driven by the power of at least one of the motor generators.

On the other hand, if at least one of the engine or the motor generator fails, a failure control mode different from the normal control mode is selected. Here, whether or not the engine is out of order is determined based on the fuel injection amount, the throttle valve opening degree, the engine speed, and the like. In addition, whether or not the motor / generator is out of order is determined based on the number of revolutions of the motor / generator, the friction coefficient of the road surface, the vehicle speed, and the like. Then, when it is determined that the engine is not operating normally and the control mode for failure is selected, the vehicle is driven by using the motor generator as a driving force source, while when the motor generator fails, the engine The vehicle is controlled to run using the above as a driving force source.

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PROBLEM TO BE SOLVED: To solve a problem. By the way, in the drive control device of the above-mentioned publication, it is determined whether or not the driving force source itself has a failure based on information such as the rotation speed of each driving force source. , No recognition is made of failures of power transmission devices connected to the output side of each driving force source, such as clutches and brakes. Therefore, not only is it impossible to determine the presence or absence of a failure of the power transmission device, but it is necessary to provide a special failure determination device in order to determine the presence or absence of the failure, and there is room for improvement in this respect.

The present invention has been made in the context of the above circumstances, and is a power transmission device connected to the output side of a driving force source by using an existing system without providing a dedicated failure determination device. It is an object of the present invention to provide a power train state determination device capable of determining a failure.

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[Means for Solving the Problems and Their Actions] In order to achieve the above object, the invention of claim 1 has a power transmission device connected to an output side of a driving force source, and the power transmission device is used. In a power train state determination device comprising a clutch and a transmission and configured such that the power of the driving force source is transmitted to the transmission via the clutch, the clutch or the transmission is provided. When either one is normal, the function of determining the failure of the other based on the rotation speed of the driving force source, the clutch is normal, and the rotation speed of the driving force source is the transmission. It has a function to determine that a failure has occurred in which the gear ratio of the transmission cannot be set to any of the gear ratios when it does not correspond to any of the rotation speeds corresponding to all the gear ratios to be set. It is characterized by being provided with a failure determination means.

According to the invention of claim 1, the failure of the power transmission device is determined based on the physical quantity related to the rotation speed of the driving force source. Therefore, the use of the rotation speed of the driving force source as information other than the control of the driving force source is expanded, and it is not necessary to provide a dedicated failure determination device for determining the state of the power transmission device. Further, on the premise that the clutch is normal, the failure of the transmission is determined based on the physical quantity related to the rotation speed of the driving force source. Therefore, the accuracy of determining the failure of the transmission is improved. Further, when the clutch is normal and the rotation speed of the driving force source does not correspond to any of the rotation speeds corresponding to all the transmission ratios set by the transmission, all the transmission ratios of the transmission are set. It is judged that a failure that cannot be set in any of the gear ratios has occurred. Therefore, it is possible to specifically determine the failure of the transmission.

In addition to the configuration of claim 1, the invention of claim 2 is configured such that the power of the driving force source is transmitted to the input side of the second driving force source via the power transmission device. The power transmission state determining means for determining the power transmission state of the power transmission device is provided based on the physical quantity related to the rotation speed of the driving force source and the information indicating the state of the second driving force source. , Further equipped.

According to the invention of claim 2, in addition to the same operation as that of the invention of claim 1, the power is based on the rotation speed of the driving force source and the rotation speed of the input side of the second driving force source. The state of the transmitter is determined. Therefore, the application of utilizing the rotation speed of the driving force source and the rotation speed of the input side of the second driving force source as information other than controlling each driving force source is expanded.

In the invention of claim 3, in addition to the configuration of claim 2, the power transmission state determining means is used when the power transmission state of either the clutch or the transmission is normal. It is further characterized by having a function of determining a transmission state based on a physical quantity related to the rotation speed of the driving force source and information indicating the state of the second driving force source.

According to the invention of claim 3, in addition to the same operation as that of the invention of claim 2, the power transmission state of the other is set on the premise that either the clutch or the transmission is normal. It is determined based on the physical quantity related to the rotation speed of the driving force source and the information indicating the state of the second driving force source. Therefore, the accuracy of determining the power transmission state of the clutch or the transmission is improved.

In the invention of claim 4, in addition to the configuration of claim 1, in the failure determination means, the clutch is normal and the rotation speed of the driving force source is set by the transmission. It is further provided with a function of determining that a failure has occurred in which the gear ratio of the transmission cannot be set to the predetermined gear ratio when the number of revolutions does not correspond to the predetermined gear ratio. Is.

According to the invention of claim 4, in addition to the same operation as that of the invention of claim 1, a predetermined clutch is normal and the rotation speed of the driving force source is set by the transmission. When the number of rotations does not correspond to the gear ratio, it is determined that a failure has occurred in which the gear ratio of the transmission cannot be set to a predetermined gear ratio. Therefore, it is possible to specifically determine the failure of the transmission.

In the invention of claim 5, in addition to the configuration of claim 1, the failure determining means is described even if the clutch is normal and a shift request for changing the gear ratio of the transmission occurs. It is further provided with a function of determining that a failure has occurred in which the gear ratio of the transmission cannot be changed when the rotation speed of the driving force source does not change.

According to the invention of claim 5, in addition to the same operation as that of the invention of claim 1, a shift request for changing the gear ratio of the transmission is generated in a normal state of the clutch, and a driving force is generated. If the rotation speed of the source does not change, it is determined that a failure has occurred in which the gear ratio of the transmission cannot be changed. Therefore, it is possible to specifically determine the failure of the transmission.

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In each claim, examples of the physical quantity related to the rotation speed of the driving force source include the rotation speed of the driving force source itself and the state of the device that controls the rotation speed of the driving force source, for example, the throttle opening degree. Will be done. Further, in each claim, the power transmission state of the power transmission device includes the torque capacity transmitted between the input side rotation member and the output side rotation member of the power transmission device and the rotation of the input side rotation member of the power transmission device. The ratio of the speed to the rotation speed of the output side rotating member, that is, the gear ratio can be mentioned. Further, in the invention of claim 3, the failure of either the clutch or the transmission is determined based on information other than the rotation speed of the driving force source and the rotation speed of the second driving force source.

Further, in the invention of each claim, the failure of one of the clutch and the transmission is determined based on the information other than the rotation speed of the driving force source. Further, as the power transmission state of the power transmission device determined by the invention of each claim, the presence or absence of a failure (abnormality) in which the torque capacity or the gear ratio cannot be controlled, the presence or absence of a failure in which any gear ratio cannot be set, The progress or transient state when changing the torque capacity or the gear ratio can be mentioned. Further, as the failure in each claim, the failure of the power transmission device (transmission, clutch) itself, the failure of the actuator that controls the power transmission state of the power transmission device, and the detection device that detects the control request of the power transmission state. There is a failure of the signal system of. Further, in the invention of claim 2, as the information indicating the state of the second driving force source, a physical quantity related to the rotation speed on the input side of the second driving force source, for example, the rotation speed itself and the rotation speed thereof is used. The state of the device to be controlled can be mentioned.

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BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described with reference to specific examples shown in the drawings. FIG. 2 is a conceptual diagram showing a power train of a hybrid vehicle and a control system of the power train. That is, an engine 1 and a motor generator (MG) 2 are provided as a driving force source for the vehicle. The engine 1 is a device that burns fuel and outputs power (in other words, torque), and an internal combustion engine, for example, a gasoline engine, a diesel engine, an LPG engine, or the like can be adopted as the engine 1. Hereinafter, in this embodiment, a case where a gasoline engine is used as the engine 1 for convenience will be described as an example. The engine 1 has a known structure including an ignition device 3, a fuel injection device 4, a cooling device 5, an electronic throttle valve 6, and the like. The electronic throttle valve 6 is provided inside the intake pipe 1A of the engine 1.

A transmission 9 is provided on one end side of a crankshaft 7, which is an output member of the engine 1, via a clutch 8. The clutch 8 includes an input side rotating member 50 and an output side rotating member 51. Then, the input side rotating member 50 and the crankshaft 7 are connected, and the output side rotating member 51 and the transmission 9 are connected. As the clutch 8, a friction type clutch, a fluid type clutch, an electromagnetic type clutch or the like can be used.

When a fluid clutch is used as the clutch 8, power is transmitted between the input side rotating member 50 and the output side rotating member 51 by the kinetic energy of the fluid. The fluid clutch is between a torque converter having a function of amplifying the torque transmitted between the input side rotating member 50 and the output side rotating member 51 and the input side rotating member 50 and the output side rotating member 51. There is a fluid coupling that does not have the function of amplifying the torque transmitted by. In this torque converter, the torque capacity is determined based on the speed ratio of the input side rotating member 50 and the output side rotating member 51. Here, by using a known variable capacitance type torque converter, the torque capacitance can be controlled.

Further, in addition to the torque converter, a lockup clutch (not shown) may be provided to switch the power transmission state between the input side rotating member 50 and the output side rotating member 51. The lockup clutch can selectively switch between the engagement / disengagement / slip states, and if the lockup clutch is engaged or slipped, it is between the input side rotating member 50 and the output side rotating member 51. Then, the power is transmitted by the frictional force. Therefore, when a torque converter having a lockup clutch is used as the clutch 8, the engagement pressure of the lockup clutch is included in the determinant of the torque capacity.

On the other hand, when a friction type clutch is used as the clutch 8, the input side rotating member 50 and the output side rotating member 51 are mechanically engaged and disengaged. In this friction clutch, the torque capacity between the input side rotating member 50 and the output side rotating member 51 is determined by the frictional force. Further, when an electromagnetic clutch is used as the clutch 8, the torque capacity between the input side rotating member 50 and the output side rotating member 51 is determined by the electromagnetic force. A clutch actuator 28 for controlling engagement / disengagement of the clutch 8 is provided.

When a torque converter with a friction type clutch or a lockup clutch is used as the clutch 8, the clutch actuator 28 can be composed of a hydraulic circuit, a solenoid valve, or the like, whereas the clutch 8 is used. When a non-contact electromagnetic clutch is used, the clutch actuator 28 can be configured by an electromagnetic coil, a slip ring, a brush, or the like. Further, a contact type electromagnetic clutch can also be used as the clutch 8. This contact type electromagnetic clutch can be said to be a kind of friction type clutch.

The transmission 9 switches its gear ratio by a function capable of automatically (electrically) controlling the gear ratio based on the traveling state of the vehicle or by a manual operation by the driver. A transmission having at least one of the functions that can be performed can be used.

First, a configuration example of the transmission 9 capable of automatically controlling the gear ratio based on the traveling state of the vehicle will be described. The transmission 9 has a transmission mechanism 10, an input-side rotating member 11 connected to the input side of the transmission mechanism 10, and an output-side rotating member 12 connected to the output side of the transmission mechanism 10. The input-side rotating member 11 is connected to the output-side rotating member 51 of the clutch 8. As such a transmission 9, a continuously variable transmission capable of changing the gear ratio steplessly (continuously) or a stepped transmission capable of changing the gear ratio stepwise (discontinuously). Can be used.

When a stepped transmission is used as the transmission 9, the transmission mechanism 10 is composed of a known planetary gear mechanism (not shown), a known friction engagement device (not shown), or the like. Can be done. Examples of the friction engaging device include a clutch and a brake. A transmission actuator (for example, a hydraulic control device) 29 for controlling the gear ratio of the transmission mechanism 10 is provided. The transmission actuator 29 controls the gear ratio (shift stage) of the transmission 9 by switching the engaged / disengaged state of the plurality of friction engaging devices. In such a stepped transmission, the torque capacity between the input side rotating member 50 and the output side rotating member 51 is determined by the engaging pressure of the friction engaging device controlled by the transmission actuator 29. To.

On the other hand, when a continuously variable transmission is used as the transmission 9, a known belt type continuously variable transmission or a known toroidal type continuously variable transmission can be used. When a belt-type continuously variable transmission is used as the transmission 9, the transmission mechanism 10 is connected to a drive-side pulley (not shown) connected to the input-side rotating member 11 and a driven side connected to the output-side rotating member 12. It can be composed of a pulley (not shown) and a belt (not shown) wound around the groove of the drive side pulley and the groove of the driven side pulley.

In such a belt-type continuously variable transmission, the groove width of the drive-side pulley and the groove width of the driven-side pulley can be controlled by the transmission actuator 29. In this belt-type continuously variable transmission, the gear ratio is controlled by controlling the winding radius of the belt with respect to the drive-side pulley. Further, the tension of the belt can be controlled by controlling the groove width of the driven pulley. That is, in the belt type continuously variable transmission, the torque capacity between the input side rotating member 11 and the output side rotating member 12 is determined by the tension of the belt.

On the other hand, when a toroidal continuously variable transmission is used as the transmission 9, the transmission mechanism 10 is attached to a drive side disk (not shown) connected to the input side rotation member 11 and an output side rotation member 12. It can be composed of a driven side disk (not shown) to be connected and a power roller (not shown) that comes into contact with the toroidal surface of the driving side disk and the toroidal surface of the driven side disk. In this toroidal continuously variable transmission, the gear ratio is controlled by controlling the contact radius between the drive side disc and the driven side disc and the power roller. In such a toroidal continuously variable transmission, the transmission actuator 29 can control the contact radius between the driving side disc and the driven side disc and the power roller and the pressing force of the power roller against each disc. .. The transmission actuator 29 used for controlling the transmission 9 having various configurations as described above is a known one provided with a hydraulic circuit, a solenoid valve, and the like.

Further, in the toroidal continuously variable transmission, oil is interposed between the drive side disc and the driven side disc and the power roller, and the oil becomes glassy, so that each disc and the power roller Strictly speaking, each disc and the power roller do not come into contact with each other because power is transmitted to and from. As described above, in the toroidal continuously variable transmission, power is transmitted by so-called traction transmission, and the torque capacity between the input side rotating member 11 and the output side rotating member 12 is the power roller for each disk. It is determined by the pressing force of the oil, the shearing force of the oil, etc.

Further, when a continuously variable transmission is used as the transmission 9, a forward / backward switching mechanism (forward / backward switching mechanism) is used in the power transmission path from the output side rotating member 51 of the clutch 8 to the input side rotating member 11 of the transmission 9. (Not shown) is provided. This forward / backward switching mechanism is composed of a clutch, a brake, a planetary gear mechanism, and the like. Then, by switching the engaged / disengaged state of the clutch and the brake, the rotational direction of the input side rotating member 11 of the transmission 9 with respect to the rotational direction of the crankshaft 7 is changed, and the forward / backward movement of the vehicle is switched.

Next, as the transmission 9, a configuration example of a transmission capable of switching the gear ratio by manual operation by the driver will be described. In the transmission 9, the transmission mechanism 10 can be configured by a gear train that is meshed with each other and a synchronous meshing mechanism that switches the power transmission path of the gear train. In such a transmission 9, the driver manually operates the operating force transmission mechanism such as a link or a lever to operate the synchronous meshing mechanism, and the gear ratio is switched stepwise. In the transmission 9 having such a configuration, the torque capacity between the input side rotating member 11 and the output side rotating member 12 is determined by the meshing force or the engaging force of the synchronous meshing mechanism and the gear train.

[0038] As described above, the transmission 9 can be selected from various configurations, but the transmission that can switch the gear ratio by the driver's manual operation is automatically set based on the running condition of the vehicle. It can also be configured so that the gear ratio can be controlled. This is possible if the operation of the synchronous meshing mechanism is configured to be controlled by the transmission actuator 29. Further, the transmission that can automatically switch the gear ratio based on the traveling state of the vehicle can be configured so that the gear ratio can be switched based on the manual operation of the driver. This is possible if the transmission actuator 29 is configured to be electrically operated in response to a manual operation by the driver. In this case, the gear ratio of either the continuously variable transmission or the stepped transmission can be controlled manually, and the continuously variable transmission can also control the gear ratio step by step. Further, regardless of which configuration is adopted as the transmission 9, a function that can automatically switch the gear ratio based on the running state of the vehicle and a function that can switch based on the manual operation of the driver are provided. It can also be combined.

Further, a shift control selection device 22A for controlling the transmission 9 is provided. The shift control selection device 22A is operated by the driver, and by operating the shift control selection device 22A, the gear ratio (shift stage) of the transmission 9 is selected, and the gear ratio control range of the transmission 9 is controlled. Selection, selection of the traveling direction of the vehicle, selection of the gear ratio control mode (whether the gear ratio is controlled by the driver's operation or the gear ratio is automatically controlled based on the running condition of the vehicle), etc. You can do it. As the configuration of the shift control selection device 22A, a lever type, a touch panel type, a push button type, a rotary knob type, a voice input type, or the like can be used.

First, the operation of selecting the control mode of the gear ratio will be described. This is an automatic control state in which the gear ratio of the transmission 9 can be controlled based on the traveling state of the vehicle, and a manual switching state in which the gear ratio of the transmission 9 can be switched based on the manual operation of the driver. Is an operation to selectively switch.

Next, the operation of selecting the control range of the gear ratio will be described. This is an operation when the automatic control state is selected. For example, when a stepped transmission is used as the transmission 9, by operating the shift control selection device 22A, for example, P (parking) position, R (reverse) position, N (neutral) position, 3 positions, and 2 positions , L (low) position and other shift positions can be selectively switched. Of these shift positions, the P position and the N position are non-driving positions, and when the P position or the N position is selected, between the input side rotating member 11 and the output side rotating member 12 of the transmission 9. The friction engagement device of the transmission mechanism 10 is controlled so that the power transmission path of the above is in a state where torque cannot be transmitted.

On the other hand, shift positions such as R position, 3 position, 2 position, and L position are drive positions, and any of R position, D position, 3 position, 2 position, and L position is selected. In this case, the friction engaging device of the transmission mechanism 10 is controlled so that the power transmission path between the input side rotation member 11 and the output side rotation member 12 of the transmission 9 can transmit torque, and a predetermined value is provided. The gear is set. Then, in the drive position, the forward gear and the reverse gear can be selectively switched by switching the engagement / disengagement of the friction engaging device. For example, it is possible to set a shift gear of 4 forward gears and 1 reverse gear. it can.

That is, when the R position is selected, the gear ratio of the transmission 9 is kept constant, and when the D position is selected, the first to fourth gears shift to each other. It is free, and when 3 positions are selected, the 1st to 3rd speeds can be shifted to each other, and when 2 positions are selected, the 1st and 2nd speeds can be changed. The gears can shift to each other, and when the L position is selected, it is fixed to the first speed. In this way, when any of the three positions, the two positions, the L position, and the R position is selected, the control range of the gear ratio is regulated.

Next, the operation of selecting the gear ratio (shift stage) of the transmission 9 will be described. This is an operation when the manual switching state is selected. For example, when a stepped transmission capable of setting four forward speeds and one reverse speed is used as the transmission 9, an operation of selectively switching each of the forward speeds (shift request). In response to this, a mechanical lever or the like operates (or the actuator 29 for the transmission operates electrically), and the gear ratio of the transmission 9 is switched.

Further, the operation of selecting the traveling direction of the vehicle will be described. This is an operation that can be performed regardless of whether the manual switching state or the automatic control state is selected. That is, by performing the operation of switching between the forward stage and the reverse stage, the transmission mechanism 10 operates, the rotation direction of the output side rotating member 12 of the transmission 9 is controlled, and the forward or backward movement of the vehicle is switched.

By the way, the motor generator 2 has a function as an electric motor to which electric energy (electric power) is supplied and outputs torque, and a function as a generator for converting mechanical energy into electric power. As the motor generator 2, for example, a fixed permanent magnet type synchronous motor or the like can be used. As described above, the engine 1 and the motor generator 2 are different in the principle of generating the power. Then, the rotor (not shown) of the motor generator 2 and the power transmission shaft 14 are connected, and one end of the power transmission shaft 14 is connected to the output side rotating member 12 of the transmission 9. Further, a rotation speed detection sensor (for example, a resolver) 52 for detecting the rotation speed of the power transmission shaft 14 is provided.

Further, the other end of the power transmission shaft 14 is connected to the differential device 15, and the wheels 31 are connected to the differential device 15 via the drive shaft 16. In this way, the motor generator 2 is arranged in the power transmission path between the transmission 9 and the differential device 15.

On the other hand, the motor generator 32 is connected to the crankshaft 7. The motor generator 32 has both a function as an electric motor to which electric power is supplied and outputs electric power and a function as a generator which is driven by the engine 1 to generate electric power. For example, a fixed permanent magnet type synchronous motor can be used. The motor generator 32 is mainly used to start the engine 1.

A battery 35 is connected to the motor generators 2 and 32 via inverters 33 and 34, respectively, and an electronic control unit (ECU) 36 is connected to the inverters 33 and 34 and the battery 35, respectively. ing. The electronic control device 36 is composed of a central processing unit (CPU or MPU), a storage device (RAM and ROM), and a microcomputer mainly composed of an input / output interface.

The electronic control device 36 includes a signal of the engine rotation speed sensor 17, a signal of the cooling water temperature sensor 18, a signal of the ignition switch 19, a signal of the intake air amount sensor 20, and a state of charge (SOC) of the battery 35. of charge ), The signal of the air conditioner switch 21, the signal of the selection device sensor 22 for detecting the operation of the shift control selection device 22A, the signal of the foot brake switch 23, the signal of the accelerator opening sensor 24, the signal of the throttle opening sensor 25. , The signal of the input rotation speed sensor 26 that detects the rotation speed of the input side rotating member 11, the signal of the clutch failure detection sensor 38 that detects the presence or absence of a failure of the clutch 8 itself or the clutch actuator 28, the transmission 9 itself or the transmission. A signal of the transmission failure detection sensor 39 for detecting the failure of the actuator 29, a signal of the output rotation speed sensor 27 for detecting the rotation speed of the output side rotating member 12, a signal of the rotation speed detection sensor 52, and the like are input. The vehicle speed is calculated based on the signal of the output rotation speed sensor 27. Further, the shift control state of the transmission 9 can be determined based on the signal of the input rotation speed sensor 26, the signal of the output rotation speed sensor 27, the signal of the engine rotation speed sensor 17, the state of the clutch 8, and the like.

On the other hand, from the electronic control device 36, a signal for controlling the ignition device 3, a signal for controlling the fuel injection device 4, a signal for an actuator (for example, a motor) 30 for controlling the opening degree of the electronic throttle valve 6, and an inverter. A signal for controlling the motor generators 2 and 32 via 33 and 34, a signal for the actuator actuator 28 for the clutch, a signal for the actuator 29 for the transmission, the presence or absence of a failure of the power transmission device, and its specific contents are given to the driver. A signal or the like for the failure state output device 37 to be notified is output. The failure state output device 37 notifies the driver of the state and failure of the power transmission device audibly or visually by a system such as a speaker, a buzzer, a chime, a lamp, and a display.

Here, to explain the correspondence between the configuration of this embodiment and the configuration of the present invention, the engine 1 corresponds to the driving force source of the present invention, and the clutch 8 and the transmission 9 correspond to the power transmission of the present invention. Corresponding to the device, the motor generator 2 corresponds to the second driving force source of the present invention.

In the hybrid vehicle shown in FIG. 2, the entire vehicle is controlled based on the signal input to the electronic control device 36 and the data stored in advance in the electronic control device 36. The electronic control device 36 stores a driving force source control map in which an engine driving region and a motor / generator driving region are set. This driving force source control map is for controlling the driving / stopping of the engine 1 and the motor / generator 2 with the traveling state of the vehicle, for example, the accelerator opening degree and the vehicle speed as parameters. Based on this map, when an engine start request is generated, the motor generator 2 is driven, the engine 1 is initially rotated by the power of the motor generator 2, and fuel injection control, ignition control, and intake / exhaust control are performed. Then, the engine 1 rotates autonomously. Here, the engine speed can be controlled by adjusting the intake air amount.

On the other hand, when the traveling state of the vehicle becomes a state corresponding to the motor generator drive region, the motor generator 2 is driven by the electric power of the battery 35, and the vehicle is driven by the power of the motor generator 2, so-called. MG running control is performed. In the engine drive region, the engine 1 is basically driven independently, and in the motor generator drive region, the motor generator 2 is basically driven independently.

Further, when the running state of the vehicle is in the engine drive region and the engine torque is insufficient with respect to the required driving force, the motor generator 2 is driven as an electric motor to reduce the shortage. Can supplement the torque of. That is, the torque shared by the engine 1 and the torque shared by the motor generator 2 are calculated based on the required driving force, and the engine 1 and the motor generator 2 are controlled based on the calculation result. When controlling the motor generator 2, the actual rotation speed is calculated based on the signal of the rotation speed detection sensor 52, and the control is performed to bring the actual rotation speed closer to the target rotation speed. The rotation speed of the motor generator 2 is controlled by adjusting the current value of the electric power supplied from the battery 35 to the motor generator 2.

On the other hand, when a transmission capable of automatically controlling the gear ratio based on the traveling state of the vehicle is used as the transmission 9, a shift pattern (shift) for controlling the gear ratio of the transmission 9 is used. The map) is stored in the electronic control device 36. In these shift maps, the shift determination of the transmission 9 is performed with the vehicle speed, the accelerator opening degree, and the like as parameters, and the shift command signal based on the determination result is input to the transmission actuator 29. Then, the transmission actuator 29 controls the transmission mechanism 10 based on the shift command signal. Further, when a torque converter having a lockup clutch is used as the clutch 8, a lockup clutch control map is stored in the electronic control device 36 in order to control engagement / disengagement / slip of the lockup clutch. Based on this lockup clutch control map, a determination is made to engage / release / slip the lockup clutch, a control signal based on the determination result is input to the clutch actuator 28, and the lockup clutch operates.

Further, when a transmission capable of automatically controlling the gear ratio based on the traveling state of the vehicle is used as the transmission 9, the clutch 8 is released at the time of the shift and the shift is completed. A control signal for engaging the clutch 8 is input to the clutch actuator 28. Further, the clutch 8 is controlled in response to the drive / stop of the engine 1 and the motor / generator 2. In the power train of FIG. 2, when the clutch 8 is engaged, the engine torque is transmitted to the power transmission shaft 14 via the transmission 9, and the torque of the power transmission shaft 14 passes through the differential device 15. Then, it is transmitted to the wheel 31. Further, when the motor generator 2 is driven, the torque of the motor generator 2 is also transmitted to the wheels 31. When the motor generator 2 is driven independently and the torque is transmitted to the wheels 31, the clutch 8 can be released.

Further, when the vehicle is decelerating (in other words, when coasting), the power of the wheels 31 is transmitted to the motor generator 2 and the motor generator 2 functions as a generator, and the electric power is used as a battery. By charging 35, a regenerative braking force can be generated. During regenerative braking by the motor generator 2, the clutch 8 can be released to increase the power generation efficiency of the motor generator 2.

When the transmission 9 uses a transmission whose gear ratio can be switched manually by the driver, the driver depresses the clutch pedal or the like to engage and disengage the clutch 8. The clutch 8 may be engaged and disengaged automatically by the clutch actuator 29. Further, the torque capacity of the clutch 8 is calculated based on the engine torque. Further, the torque capacity of the transmission 9, that is, the engagement pressure of the friction engaging device, the tension of the belt, the pressing force of the power roller with respect to each disc, and the like are controlled based on the engine torque, the gear ratio, the state of the clutch 8, and the like. Will be done.

Next, a control example in which the state of the clutch 8 is determined based on the engine speed and the input speed of the motor generator 2 will be described with reference to the flowchart of FIG. Further, the control example of FIG. 1 is based on the premise that the transmission 9 is normal. Whether or not the transmission 9 is normal can be determined based on the signal of the transmission fail sensor 39, the signal of the input rotation speed sensor 26, the signal of the output rotation speed sensor 27, and the like. Here, that the transmission 9 is normal means that the transmission 9 can actually set the gear ratio determined from the signal of the selection device sensor 22, the shift map, and the like.

In the control example of FIG. 1, first, is the actual engine speed calculated from the signal of the engine speed sensor 17 equal to the estimated engine speed estimated from the input speed of the motor generator 2. Whether or not it is determined (step S1). Here, the input rotation speed of the motor generator 2 is calculated based on the signal of the rotation speed detection sensor 52. The estimated engine speed means the engine speed calculated based on the input speed of the motor generator 2 and the gear ratio of the transmission 9. If a positive determination is made in step S1, it is determined that the clutch 8 is normal (step S2), and the clutch 8 is returned.

On the other hand, if a negative determination is made in step S1, specifically, if the actual engine speed is higher than the estimated engine speed, it is determined that the clutch 8 is out of order. (Step S3), return. For example, as the clutch 8, a torque converter having a friction type clutch (including a contact type electromagnetic clutch) or a lockup clutch is used, and there is a request to engage the clutch 8 with a predetermined engagement pressure. If the process proceeds from step S1 to step S3 in this state, a failure in which the clutch 8 cannot be engaged (in other words, a clutch disengagement failure) or an engagement pressure of the clutch 8 is required in step S3. It is judged that there is a failure that cannot raise the engagement pressure.

Further, as the clutch 8, a non-contact electromagnetic clutch or a variable capacitance torque converter is used, and there is a demand to control the torque capacitance of the clutch 8 to a predetermined value. If the process proceeds from step S1 to step S3, it is determined in step S3 that a failure has occurred in which the torque capacity of the clutch 8 cannot be increased to the required torque capacity.

The content of step S1 in FIG. 1 may be changed to something different from the above. For example, when it is determined that the difference between the actual engine speed and the estimated engine speed is within the predetermined threshold range, the process proceeds to step S2, and the difference between the actual engine speed and the estimated engine speed is , The determination content of step S1 can be set so as to proceed to step S3 when the range of a predetermined threshold value is exceeded.

Next, another control example in the case of determining the failure of the clutch 8 based on the actual engine speed and the estimated engine speed will be described with reference to the flowchart of FIG. Further, the control example of FIG. 3 is also performed on the premise that the transmission 9 is normal.

In the control example of FIG. 3, first, it is determined whether or not the actual engine speed and the estimated engine speed are substantially equal (step S11). If a positive determination is made in step S11, it is determined that the clutch 8 is out of order (step S12), and the clutch 8 returns. For example, as the clutch 8, a torque converter having a friction type clutch (including a contact type electromagnetic clutch) or a lockup clutch is used, and a requirement for controlling the engagement pressure of the clutch 8 to a predetermined value or less (specifically). Specifically, when the process proceeds from step S11 to step S12 in a state where the clutch 8 is requested to be released), the engagement pressure of the clutch 8 is reduced to the required engagement pressure in step S12. It is determined that a failure that cannot be caused, specifically, a failure that the clutch 8 cannot be released (in other words, a clutch engagement failure) has occurred.

Further, when a non-contact electromagnetic clutch or a variable capacitance torque converter is used as the clutch 8, and there is a demand to reduce the torque capacitance of the clutch 8 to a predetermined value. If the process proceeds from step S11 to step S12, it is determined in step S12 that a failure has occurred in which the torque capacity of the clutch 8 cannot be reduced to the required torque capacity.

On the other hand, if a negative determination is made in step S11, it is determined that the torque capacity of the clutch 8 is in a normal state controlled as required (step S13), and the clutch 8 is returned. .. Note that step S11 can be changed to a content different from the above. For example, when it is determined that the difference between the actual engine speed and the estimated engine speed is within a predetermined threshold range, the process proceeds to step S13, and the difference between the actual engine speed and the estimated engine speed is , The determination content of step S11 can be set so as to proceed to step S12 when it is smaller than a predetermined threshold value.

FIG. 4 is a conceptual diagram showing another power train of the hybrid vehicle. In FIG. 4, the transmission 9 is arranged in the power transmission path between the motor generator 2 and the differential device 15. That is, a power transmission shaft 14 is connected to the rotor of the motor generator 2, and a clutch 8 is provided between the power transmission shaft 14 and the crankshaft 7. Specifically, the output side rotating member 51 of the clutch 8 is connected to one end side of the power transmission shaft 14. Further, the input side rotating member 11 of the transmission 9 is connected to the other end side of the power transmission shaft 14. Then, the output side rotating member 12 of the transmission 9 is connected to the differential device 15 side. Since the other configurations shown in FIG. 4 are the same as the configurations shown in FIG. 2, the description thereof will be omitted. Also in the power train of FIG. 4, the torque of at least one of the engine 1 and the motor generator 2 can be transmitted to the wheels 31 via the transmission 9.

Then, the control example of FIG. 1 or FIG. 3 can be applied to the power train shown in FIG. In the power train of FIG. 4, a transmission 9 is not provided between the output side rotating member 51 of the clutch 8 and the power transmission shaft 14 of the motor generator 2. Therefore, when the control of FIG. 1 or 3 is applied to the power train of FIG. 4 to determine the failure of the clutch 8, it is irrelevant whether the transmission 9 is normal or not.

By the way, by applying the control example of FIG. 1 to the power train of FIG. 2, it is possible to determine the failure of the transmission 9. When determining the failure of the transmission 9, it is premised that the clutch 8 is determined to be normal based on the signal of the clutch fail sensor 38.

First, a case of determining a failure of the transmission 9 will be described based on the control example of FIG. In this case, in step S1, it is determined whether or not the actual engine speed and the estimated engine speed are substantially equal. Here, the estimated engine speed is calculated based on the input speed of the motor generator 2 and the required gear ratio with respect to the transmission 9. The required gear ratio is determined based on the signal of the selection device sensor 22 and the like. Further, when the transmission 9 is a transmission capable of automatically controlling the gear ratio based on the traveling state of the vehicle, the gear shift map stored in the electronic control device 36 is stored when determining the required gear ratio. Etc. are added.

If a positive determination is made in step S1, it is determined that the system for controlling the gear ratio of the transmission 9 is normal (step S2), and the system returns. That is, the actual gear ratio of the transmission 9 and the required gear ratio are substantially the same. On the other hand, if a negative determination is made in step S1, it is determined that the system that controls the gear ratio of the transmission 9, for example, the transmission actuator 29 is out of order (step S3), and the system returns. In the control example of FIG. 1, it is also possible to determine a state other than the failure of the clutch 8.

For example, in a state where there is a request to change the torque capacity of the clutch 8 from a predetermined torque capacity to another torque capacity, in step S1, the actual engine speed and the estimation corresponding to the other torque capacity are estimated. It is determined whether or not the engine speed is substantially equal, and if it is positively determined in step S1, it is determined that the change in the torque capacity of the clutch 8 has been completed (step S2), and the clutch 8 returns. If a negative determination is made in step S1, it is determined that the change in the torque capacity of the clutch 8 has not been completed (step S3), and return control can be performed. By performing such control, it is possible to accurately determine the progress state of the change control of the torque capacity of the clutch 8.

Further, in a state where there is a request to change the gear ratio of the transmission 9 from a predetermined gear ratio to another gear ratio, in step S1, the actual engine rotation speed and the other gear ratio correspond to each other. It is determined whether or not the estimated engine speed is substantially equal, and if it is positively determined in step S1, it is determined that the change of the gear ratio of the transmission 9 has been completed (step S2), and the process returns. On the other hand, if a negative determination is made in step S1, it is determined that the change in the gear ratio of the transmission 9 has not been completed (step S3), and return control can be performed. By performing such control, the progress state of the shift control of the transmission 9 can be accurately determined.

Explaining the correspondence between the functional means shown in FIGS. 1 and 3 and the present invention, steps S1 to S3 of FIG. 1 and steps S11 to S13 of FIG. 3 are the same. It corresponds to the power transmission mode determination means of the present invention.

Next, another control example that can be executed in the power train of FIG. 2 will be described with reference to FIG. The control example of FIG. 5 is performed on the premise that the clutch 8 is determined to be normal based on the signal of the clutch failure detection sensor 38. First, when there is an instruction to set the gear ratio of gear ratio 9 to a specific gear, that is, a specific gear ratio, the actual engine speed determined from the signal of the engine speed sensor 17 and the vehicle speed and the specific gear ratio are obtained. It is determined whether or not a phenomenon in which the actual engine speed is higher than the target engine speed, that is, a so-called blow-up phenomenon, has occurred by comparing with the target engine speed to be obtained (step S21).

If a positive determination is made in step S21, it is determined that a failure in which the specific gear ratio cannot be set has occurred in the transmission 9 (step S22), and the process returns. For example, when a transmission having a known planetary gear mechanism and a known friction engagement device is used as the transmission 9, the friction engagement device to be engaged to set a specific gear ratio is engaged. Failures that cannot be detected can be detected in steps S21 and S22.

Further, when a belt-type continuously variable transmission is used as the transmission 9, a failure in which the groove width of the drive-side pulley cannot be set to a state corresponding to a specific gear ratio is detected in steps S21 and S22. Can be detected. Further, when a toroidal continuously variable transmission is used as the transmission 9, a failure in which the contact radius between each disc and the power roller cannot be set to a state corresponding to a specific gear ratio can be caused in steps S21 and S22. Can be detected.

On the other hand, if a negative determination is made in step S21, it is determined that the system for controlling the gear ratio of the transmission 9 is normal (step S23), and the system is returned.

Next, another control example that can be executed in the power train of FIG. 2 will be described with reference to FIG. The control example of FIG. 6 is performed on the premise that the clutch 8 is determined to be normal based on the signal of the clutch failure detection sensor 38. First, when the accelerator pedal is depressed, it is determined whether or not the above-mentioned engine 1 blow-up phenomenon occurs after an instruction to set any gear ratio that can be selected with the gear ratio 9 is given. (Step S31).

If a positive determination is made in step S31, it is determined that a failure has occurred in which none of the gear ratios selectable in the transmission 9 can be set (step S32), and the process is returned. To. For example, when a transmission having a known planetary gear mechanism and a known friction engagement device is used as the transmission 9, power is transmitted between the input side rotating member 11 and the output side rotating member 12. In steps S31 and S32, it is possible to detect a failure in which none of the friction engaging devices that can be engaged with the friction engaging device can be engaged.

Further, when a belt-type continuously variable transmission is used as the transmission 9, a failure in which the tension of the belt cannot be increased to a predetermined value or more, a failure in which the belt is cut, or the like is solved in step S31. And can be detected in step S32. Further, when a toroidal continuously variable transmission is used as the transmission 9, a failure in which the pressing force of the power roller with respect to each disc cannot be increased to a predetermined value or more is detected in steps S31 and S32. Can be done. On the other hand, if a negative determination is made in step S31, it is determined that the system for controlling the gear ratio of the transmission 9 is normal (step S33), and the system is returned.

Further, another control example that can be executed in the power train of FIG. 2 will be described with reference to FIG. The control example of FIG. 7 is performed on the premise that the clutch 8 is determined to be normal based on the signal of the clutch failure detection sensor 38. First, whether or not the engine speed calculated by the signal of the engine speed sensor 17 has changed before and after the speed change instruction for changing the gear ratio of the transmission 9 from a predetermined gear ratio to another gear ratio is given. Is determined (step S41). If a positive determination is made in step S41, it is determined that the shift control system of the transmission 9 is functioning normally according to the shift instruction (step S42), and the system returns.

On the other hand, if a negative determination is made in step S41, it is assumed that a failure has occurred in which the gear ratio of the transmission 9 cannot be changed from the predetermined gear ratio to another gear ratio. It is determined (step S43) and returned. For example, when a transmission having a known planetary gear mechanism and a known friction engagement device is used as the transmission 9, a failure in which the engagement / disengagement state of the friction engagement device cannot be switched is caused in step S41. And can be detected in step S42.

When a belt-type continuously variable transmission is used as the transmission 9, the groove width of the drive-side pulley is changed from a value corresponding to a predetermined gear ratio to a value corresponding to another gear ratio. Failures that cannot be detected can be detected in steps S41 and S43. Further, when a toroidal continuously variable transmission is used as the transmission 9, the contact radius of the power roller with respect to each disc is changed from a state corresponding to a predetermined gear ratio to a state corresponding to another gear ratio. Failures that cannot be detected can be detected in steps S41 and S43. Note that the control examples of FIGS. 5 to 7 can also be applied to a vehicle having a layout in which the motor generator 2 and the inverter 34 are not provided in the power train of FIG.

By the way, assuming that the transmission 9 is normal, it is possible to determine the failure of the clutch 8 by the control example of FIG. For example, after an instruction to increase the torque capacity of the clutch 8 is issued in response to an increase in the engine torque, it is determined in step S21 whether or not a phenomenon in which the engine speed rises occurs, and a positive determination is made in this step S21. If this is the case, it is determined that a failure has occurred in which the torque capacity of the clutch 8 cannot be increased to the required torque capacity (step S22), and a return is made. On the other hand, if a positive determination is made in step S21, the clutch is used. It is determined that the torque capacity of No. 8 has been normally increased to the required value (step S23), and the return can be controlled.

Explaining the correspondence between the functional means shown in FIGS. 5 to 7 and the claims, steps S21 to S23 of FIG. 5, steps S31 to S33 of FIG. 6, and steps S33 and S33 of FIG. Steps S41 to S43 of FIG. 7 correspond to the power transmission mode determining means of the present invention.

By controlling any of FIGS. 1, 3, 5, and 7 in this way, it is possible to specifically determine the presence or absence of a failure of the clutch 8 or the transmission 9 and its state. it can. By outputting the determination result from the failure state output device 37, the driver can recognize the failure. Then, based on the determination result, control corresponding to the failure of the clutch 8 or the transmission 9 can be performed.

[0090] For example, when the actual driving force is larger than the required driving force due to a failure of the clutch 8 or the transmission 9, the motor generator 2 is made to function as a generator to power the engine 1. It is possible to control the recovery of a part of. On the other hand, when the actual driving force is larger than the required driving force due to a failure of the clutch 8 or the transmission 9, the motor generator 2 is made to function as an electric motor to compensate for the insufficient driving force. It can be controlled. Therefore, even if the clutch 8 or the transmission 9 fails, it is possible to avoid being unable to travel due to insufficient driving force, while it is possible to suppress the generation of excessive driving force and prevent deterioration of drivability. can do. That is, each control example plays a part of fail-safe control for failure of the clutch 8 and the transmission 9.

Further, the clutch is based on an existing system provided for controlling the engine 1 and the motor generator 2, specifically, a signal of the engine rotation speed sensor 17 and a signal of the rotation speed detection sensor 52. Since the presence / absence and status of the failure of the clutch 8 or the transmission 9 is determined, it is necessary to newly install a dedicated failure determination device (sensor, etc.) to determine the presence / absence or status of the failure of the clutch 8 or the transmission 9. Therefore, it is possible to suppress an increase in the number of parts and, by extension, an increase in manufacturing cost. In other words, it can be said that each of the above control examples is for providing a new use of the information obtained from the existing sensor and effectively utilizing it. Further, even when the clutch failure detection sensor 38 or the transmission failure detection sensor 39 fails, it is possible to determine whether or not the clutch 8 or the transmission 9 has failed and its state.

In steps S1 and S11 of the control examples of FIGS. 1 and 3, the engine speed itself calculated from the signal of the engine speed sensor 17 is used as the physical quantity related to the engine speed. However, other physical quantities such as throttle opening can also be used. Further, in steps S1 and S11 of FIGS. 1 and 3, the rotation speed itself calculated from the signal of the rotation speed detection sensor 52 is used as the information indicating the state of the motor generator 2, but the motor generator 2 Information for controlling the number of rotations of the motor, for example, the current value of the electric power supplied to the motor generator 2 can also be used.

【００９３】

According to the invention of claim 1 as described above, a failure of the power transmission device is determined based on the rotation speed of the driving force source. Therefore, the applications for utilizing the rotation speed of the driving force source as information are expanded, and it is not necessary to provide a dedicated failure judgment device for judging the state of the power transmission device, and the manufacturing cost is increased by suppressing the number of parts. Can be suppressed. Further, on the premise that the clutch is normal, the failure of the transmission is determined based on the rotation speed of the driving force source. Therefore, the accuracy of determining the failure of the transmission is improved. Further, when the clutch is normal and the rotation speed of the driving force source does not correspond to any of the rotation speeds corresponding to all the transmission ratios set by the transmission, all the transmission ratios of the transmission are set. It is judged that a failure that cannot be set in any of the gear ratios has occurred. Therefore, it is possible to specifically determine the failure of the transmission.

According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, the information indicating the physical quantity related to the rotation speed of the driving force source and the state of the second driving force source can be obtained. Based on this, the state of the power transmission device is determined. Therefore, applications for utilizing the physical quantity related to the rotation speed of the driving force source and the information indicating the state of the second driving force source as information other than controlling each driving force source are expanded.

According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 1, the power transmission state of the other is set on the premise that either the clutch or the transmission is normal. , The judgment is made based on the information related to the rotation speed of the driving force source and the information indicating the state of the second driving force source. Therefore, the accuracy of determining the power transmission state of the clutch or the transmission is improved.

According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of claim 1, the failure of the power transmission device is determined based on the rotation speed of the driving force source.

According to the invention of claim 5, in addition to obtaining the same effect as that of the invention of claim 1, a shift request for changing the gear ratio of the transmission is generated and the drive is driven in a normal state of the clutch. If the rotation speed of the power source does not change, it is determined that a failure has occurred in which the gear ratio of the transmission cannot be changed. Therefore, it is possible to specifically determine the failure of the transmission.

【００９８】

【００９９】

[Simple explanation of drawings]

FIG. 1 is a flowchart showing an embodiment of control according to the present invention.

FIG. 2 is a diagram showing a power train of a hybrid vehicle to which the present invention is applied and a control system thereof.

FIG. 3 is a flowchart showing another embodiment of the control according to the present invention.

FIG. 4 is a diagram showing another power train of a hybrid vehicle to which the present invention is applied.

FIG. 5 is a flowchart showing another embodiment of the control according to the present invention.

FIG. 6 is a flowchart showing another embodiment of the control according to the present invention.

FIG. 7 is a flowchart showing another embodiment of the control according to the present invention.

[Explanation of symbols] 1 ... engine, 2 ... motor generator, 8 ... clutch, 9 ... transmission, 10 ... transmission mechanism, 11, 50 ... input side rotating member, 12, 51 ... output side rotating member, 17 ... engine rotation speed sensor, 28 , 29 ... Actuator, 38 ... Clutch failure detection sensor, 39 ... Transmission failure detection sensor.

Continuation of front page (51) Int.Cl.⁷ Identification code FI B60L 11/14 B60L 11/14 F16D 25/12 F16D 25/12 E // F16H 59:40 F16H 59:40 59:42 59:42 (72) Inventor Takashi Suzuki 1 Toyotacho, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. Inside Motor Co., Ltd. (56) References Japanese Patent Application Laid-Open No. 11-69509 (JP, A) Japanese Patent Application Laid-Open No. 6-48190 (JP, A) Japanese Patent Application Laid-Open No. 6-331020 (JP, A) Japanese Patent Application Laid-Open No. 6-331021 (JP, A) Japanese Patent Application Laid-Open No. 7-301324 (JP, A) Japanese Patent Application Laid-Open No. 4-316762 (JP, A) Japanese Patent Application Laid-Open No. 7-174222 (JP, A) Japanese Patent Application Laid-Open No. 2-97765 (JP, A) Japanese Patent Application Laid-Open No. 7-167276 (JP, A) JP-A-1-172663 (JP, A) Japanese Patent Application Laid-Open No. 6-341540 (JP, A) Japanese Patent Application Laid-Open No. 62-194060 (JP, A) (58) Surveyed field (Int.Cl.⁷, DB name) F16H 59/00 --61/12 F16H 61/16 --61/24 F16H 63/40 --63/48 B60K 6/02 --6/06