JP2007139114A - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Abstract

In a vehicle that outputs power from an electric motor to a drive shaft via a transmission, it is possible to appropriately cope with the abnormality of the transmission.
When traveling with the brake B1 engaged and the brake B2 disengaged, the linear solenoid SLB1 is de-energized and the control valve 108 is opened, and the fail-safe valve is hydraulically operated from the opened control valve 108. The linear solenoid SLB2 is energized with a predetermined duty ratio to open the control valve 109 in order to discharge the air mixed in with the valve 115 closed. When the circuit of the linear solenoid SLB1 is short-circuited from this state, the energization of the linear solenoid SLB2 is stopped, the control valve 109 is closed, and the brakes B1 and B2 are both disengaged to disconnect the electric motor from the drive shaft. Thereby, an unexpected change of the gear position is prevented, and a shock can be suppressed.
[Selection] Figure 4

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle that is mounted with the power output device and that travels with an axle connected to the drive shaft, and a control method for the power output device.

Conventionally, as this type of power output device, a sun gear, a carrier, and a ring gear of a planetary gear mechanism are connected to a first motor, an engine, and an output shaft, respectively, and an output shaft is provided via a transmission having two brakes B1 and B2. The one to which the second motor is connected is proposed (for example, see Patent Document 1). In this device, as a hydraulic circuit for operating two brakes B1, B2 of a transmission, two linear solenoid valves SL1, SL2 and a linear solenoid valve for transmitting oil discharged from an oil pump to the two brakes B1, B2, respectively. By providing a fail-safe valve that automatically shuts off the oil passage between the linear solenoid valve SL2 and the brake B2 by the hydraulic pressure from the SL1, even if the electric wires of the linear solenoid valves SL1 and SL2 are disconnected, the brake One of B1 and B2 is engaged, and the power from the second motor can be transmitted to the output shaft.
JP 2004-278713 A

  In the power output device described above, the fail-safe valve is provided so that power can be transmitted from the second motor to the output shaft even if the wire of the linear solenoid valve is disconnected. However, depending on the type of abnormality of the linear solenoid valve, There are cases where the engagement state of the two brakes B1, B2 is switched, and the gear position is suddenly changed. Such a sudden change in the gear position causes a shock, so it is desirable to improve it.

  One of the objects of the power output device, the vehicle equipped with the power output device, and the control method for the power output device according to the present invention is to more appropriately cope with an abnormality occurring in the transmission. Another object of the power output apparatus, the vehicle equipped with the power output apparatus, and the control method for the power output apparatus of the present invention is to suppress the occurrence of shock when coping with the abnormality of the transmission apparatus.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device capable of outputting power from a drive source to a drive shaft,
A plurality of clutches including a first clutch and a second clutch; first fluid supply means for supplying a working fluid to the first clutch; and a second fluid for supplying a working fluid to the second clutch. A plurality of fluid supply means including supply means, and a path between the second fluid supply means and the second clutch is blocked by at least the pressure of the working fluid supplied from the first fluid supply means. A transmission transmission means capable of transmitting the power from the drive source to the drive shaft by switching the gear position by switching the engagement state of the plurality of clutches.
From a state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. In an abnormal state where the supply of the working fluid from the first fluid supply unit is not performed, an abnormal time control is performed to control the second fluid supply unit so as to stop the supply of the working fluid from the second fluid supply unit. The gist of the invention is to provide an abnormal time control means to be executed.

  In the power output apparatus of the present invention, a plurality of clutches including a first clutch and a second clutch, a first fluid supply means for supplying a working fluid to the first clutch, and a working fluid for the second clutch. A plurality of fluid supply means including a second fluid supply means to be supplied and a path between the second fluid supply means and the second clutch by the pressure of the working fluid supplied from at least the first fluid supply means. And a transmission transmission means capable of transmitting the power from the drive source to the drive shaft by switching the gear position by switching the engagement state of the plurality of clutches. From the state in which the working fluid is supplied from both the fluid supply means and the second fluid supply means to engage the first clutch, and the second clutch is disengaged from the first fluid supply means. Supply of working fluid Is the abnormality which is not performed, executing the abnormality control for controlling the second fluid supply means to stop the supply of the hydraulic fluid from the second fluid supply means. The first fluid is supplied from the state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. If an abnormality occurs in which the working fluid is not supplied from the supply means, the working fluid is not supplied to the first clutch, and the supply shut-off means does not function to the second clutch and the working fluid is supplied. The first clutch is disengaged and the second clutch is engaged. That is, since the first clutch is engaged and the second clutch is disengaged, the first clutch is disengaged and the second clutch is engaged. A shock occurs. Therefore, the occurrence of such a shock can be suppressed by stopping the supply of the working fluid from the second fluid supply means. As a result, it is possible to more appropriately cope with an abnormality in the transmission transmission means. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes one rotating system to a non-rotating system such as a case.

  In such a power output apparatus of the present invention, the supply shut-off means further includes a path between the first fluid supply means and the first clutch by the pressure of the working fluid supplied from the second fluid supply means. The abnormal-time control means is supplied with a working fluid from the first fluid supply means, and at the same time the first fluid supply means and the first clutch are supplied by the supply cutoff means. When the working fluid is no longer supplied from the first fluid supply means from the state where the working fluid is supplied from the second fluid supply means at a pressure that does not block the path between the first fluid supply means and the abnormality Sometimes, it may be a means for executing the abnormality control.

  Further, in the power output apparatus of the present invention, the abnormality control means controls the first fluid supply means so that the working fluid is supplied to the first clutch by the first fluid supply means. When the supply of the working fluid from the first fluid supply means is stopped from the state in which the second fluid supply means is controlled so as to facilitate the discharge of air mixed in the second fluid supply means It may be a means for executing the abnormal time control as the abnormal time. In this way, the function of the second fluid supply means can be maintained in a normal state, and an abnormality in the first fluid supply means can be dealt with more appropriately.

  In the power output apparatus of the present invention, the shift transmission means may form a first shift stage when the first clutch is engaged and the second clutch is not engaged, It may be a means for forming a second shift stage on the deceleration side with respect to the first shift stage when the clutch is not engaged and the second clutch is engaged. By so doing, it is possible to avoid switching from the first gear to the second gear on the deceleration side, and it is possible to suppress the occurrence of excessive shock.

  Furthermore, in the power output apparatus of the present invention, the drive source may be an electric motor capable of inputting and outputting power. In this aspect of the power output apparatus of the present invention, the abnormality control unit stops the supply of the working fluid from the second fluid supply unit, and then synchronizes the rotation speed by the electric motor. It is also possible to start the supply of the working fluid from the fluid supply means and to control the electric motor and the second fluid supply means so that the second clutch is engaged. If it carries out like this, a 2nd clutch can be engaged, suppressing generation | occurrence | production of a shock.

The vehicle of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus capable of outputting power from a drive source to a drive shaft, the first clutch and the second clutch A plurality of fluid supply units, a first fluid supply unit for supplying a working fluid to the first clutch, and a second fluid supply unit for supplying a working fluid to the second clutch. And a supply shut-off means that functions to shut off the path between the second fluid supply means and the second clutch by at least the pressure of the working fluid supplied from the first fluid supply means. And a gear shift transmission means capable of switching the gear position by switching the engagement state of the plurality of clutches and transmitting the power from the drive source to the drive shaft, the first fluid supply means, and the second fluid supply means. Fluid supply means The working fluid is not supplied from the first fluid supply means from the state where the working fluid is supplied and the first clutch is engaged and the second clutch is disengaged. Sometimes, a power output device comprising an abnormal time control means for executing an abnormal time control for controlling the second fluid supply means so as to stop the supply of the working fluid from the second fluid supply means is mounted. The gist is that the vehicle travels while being connected to the drive shaft.

  According to the vehicle of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as that produced by the power output device of the present invention occurs, for example, in the transmission device. An effect that can more appropriately cope with the abnormality, an effect that can suppress the occurrence of a shock when dealing with the abnormality of the transmission device, and the like can be achieved.

The power output apparatus control method of the present invention includes a drive source, a plurality of clutches including a first clutch and a second clutch, first fluid supply means for supplying a working fluid to the first clutch, A plurality of fluid supply means including a second fluid supply means for supplying a working fluid to the second clutch; and at least the second fluid supply means by the pressure of the working fluid supplied from the first fluid supply means Supply cut-off means functioning to cut off the path between the second clutch and the engagement state of the plurality of clutches to switch the gear position and use the power from the drive source as a drive shaft Transmission control means capable of transmitting, a control method of a power output device comprising:
From a state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. In an abnormal state where the supply of the working fluid from the first fluid supply unit is not performed, an abnormal time control is performed to control the second fluid supply unit so as to stop the supply of the working fluid from the second fluid supply unit. It is characterized by performing.

  According to the control method of the power output apparatus of the present invention, the plurality of clutches including the first clutch and the second clutch, the first fluid supply means for supplying the working fluid to the first clutch, and the second A plurality of fluid supply means including a second fluid supply means for supplying a working fluid to the clutch; and at least the second fluid supply means and the second clutch by the pressure of the working fluid supplied from the first fluid supply means A transmission transmission means capable of transmitting the power from the drive source to the drive shaft by switching the gear position by switching the engagement state of the plurality of clutches. The first fluid supply means and the second fluid supply means are both supplied with the working fluid, the first clutch is engaged, and the second clutch is disengaged from the first state. Fluid supply means The abnormality supply is no longer made of the working fluid performs abnormality control for controlling the second fluid supply means to stop the supply of the hydraulic fluid from the second fluid supply means. The first fluid is supplied from the state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. If an abnormality occurs in which the working fluid is not supplied from the supply means, the working fluid is not supplied to the first clutch, and the supply shut-off means does not function to the second clutch and the working fluid is supplied. The first clutch is disengaged and the second clutch is engaged. That is, since the first clutch is engaged and the second clutch is disengaged, the first clutch is disengaged and the second clutch is engaged. A shock occurs. Therefore, the occurrence of such a shock can be suppressed by stopping the supply of the working fluid from the second fluid supply means. As a result, it is possible to more appropriately cope with an abnormality in the transmission transmission means. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes one rotating system to a non-rotating system such as a case.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. FIG. 3 shows an example of a collinear diagram of the transmission 60. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown.

  The brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As shown, the hydraulic circuit 100 includes a mechanical pump 102 that pumps oil by power from the engine 22, an electric pump 104 that pumps oil by power from a built-in motor 104a, a mechanical pump 102, The three-way solenoid 105 and pressure control valve 106 that can switch the pressure (line pressure) of the oil pumped from the pump 104 in two stages, and the brakes B1 and B2 that act individually with adjustable pressure Linear solenoids SLB1 and SLB2 and control valves 108 and 109 and accumulators 110 and 111, a modulator valve 112 that reduces the line pressure and supplies it to each input port of the 3-way solenoid 105 and linear solenoids SLB1 and SLB2, and a brake B When the oil pressure transmitted from the control valve 109 on the side is less than a predetermined pressure, the oil passage between the control valve 108 and the brake B1 is opened. The oil passage between the control valve 109 and the brake B2 when the oil pressure transmitted from the fail-safe valve 114 for automatically shutting off the oil passage and the control valve 108 on the brake B1 side is less than a predetermined pressure is opened to exceed the predetermined pressure. A fail-safe valve 115 that automatically shuts off the oil passage between the control valve 109 and the brake B2. In the embodiment, the linear solenoid SLB1 and the control valve 108 are configured such that when the linear solenoid SLB1 is energized, the control valve 108 is closed, and when the linear solenoid SLB1 is deenergized, the control valve 108 is opened. The linear solenoid SLB2 and the control valve 109 are configured such that when the linear solenoid SLB2 is energized, the control valve 109 is opened, and when the linear solenoid SLB2 is de-energized, the control valve 109 is closed. Accordingly, the linear solenoid SLB1 and the linear solenoid SLB2 are both de-energized in a state where the line pressure is applied, thereby engaging the brake B1 and disengaging the brake B2, thereby causing the transmission 60 to move to the Hi gear. In a state where the line pressure is applied, the linear solenoid SLB1 and the linear solenoid SLB2 are both energized to disengage the brake B1 and engage the brake B2 to change the speed. The machine 60 can be in the Lo gear state.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic switch 116 that is turned on and off by the level of the line pressure in the hydraulic circuit 100. And hydraulic signals from hydraulic switches 117 and 118 that are turned on and off depending on the hydraulic pressure acting on the brakes B1 and B2, and the temperature of the oil pumped by the mechanical pump 102 and the electric pump 104. Such as temperature signal from the temperature sensor 119 to output is input through the input port. The hybrid electronic control unit 70 outputs drive signals to the three-way solenoid 105 and the linear solenoids SLB1, SLB2 in the hydraulic circuit 100 as a hydraulic actuator of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when an abnormality occurs in the transmission 60 will be described. FIG. 5 is a flowchart illustrating an example of an abnormal time control routine executed by the hybrid electronic control unit 70 of the embodiment.

  When the abnormality control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether or not the current gear state of the transmission 60 is the Hi gear state (step S100). If it is determined that the gear is in the gear state, the linear solenoid SLB1 is deenergized and the linear solenoid SLB2 is energized at a predetermined duty ratio Dlo (step S110). Here, the predetermined duty ratio Dlo can promote the discharge of air mixed in the linear solenoid SLB2 and the control valve 109, and the hydraulic pressure from the control valve 109 that is opened when the linear solenoid SLB2 is energized fails. A duty ratio that provides a pressure at which the safe valve 114 does not automatically shut off is predetermined, for example, 50%. Subsequently, it is determined whether or not the circuit of the linear solenoid SLB1 is short-circuited (step S120). This determination can be made, for example, by examining a current detected by a current sensor (not shown) attached to the circuit of the linear solenoid SLB1. If it is determined that the circuit of the linear solenoid SLB1 is not short-circuited, the process returns to step S100 and the processes of steps S100 to S120 are repeated.

  If it is determined that the circuit of the linear solenoid SLB1 is short-circuited, the linear solenoid SLB2 is controlled to stop energization (step S130). When the circuit of the linear solenoid SLB1 is short-circuited, the linear solenoid SLB1 is energized and the control valve 108 is closed, so that the hydraulic pressure acting on the brake B1 is released and this causes the failsafe valve 115 on the brake B2 side to open. . At this time, since the linear solenoid SLB2 is energized at a predetermined duty ratio Dlo and the control valve 109 is opened, when the fail safe valve 115 is opened, the hydraulic pressure from the control valve 109 is braked via the fail safe valve 115. Acts on B2. Therefore, the state where the brake B1 is engaged and the brake B2 is not engaged is changed to the state where the brake B1 is not engaged and the brake B2 is engaged, and the transmission 60 is switched from the Hi gear state to the Lo gear state. Will be downshifted. Such an unexpected downshift causes a torque shock on the ring gear shaft 32a side. In the embodiment, when the circuit of the linear solenoid SLB1 is short-circuited, the control valve 109 is closed by stopping the energization of the linear solenoid SLB2. Therefore, even if the fail-safe valve 115 is opened due to the abnormality of the linear solenoid SLB1, the brake is applied. Oil pressure does not act on B2. That is, it is possible to suppress the occurrence of torque shock on the ring gear shaft 32a side. When the energization of the linear solenoid SLB2 is stopped, the line pressure does not act on either the brake B1 or the brake B2, so that the motor MG2 and the ring gear shaft 32a as the drive shaft are disconnected.

  When the energization of the linear solenoid SLB2 is stopped in this way, it waits for a predetermined period of time necessary to completely release the hydraulic pressure acting on the brake B1 (step S140), and then the rotational speed Nm2 of the motor MG2 and the vehicle speed sensor 88 The vehicle speed V is input (step S150), and the rotation speed Nr (k · V) of the ring gear shaft 32a obtained by multiplying the input vehicle speed V by the conversion factor k is multiplied by the gear ratio Glo of the Lo gear of the transmission 60. Is set to the target rotational speed Nm2 * of the motor MG2 (step S160), and based on the set target rotational speed Nm2 * and the current rotational speed Nm2, the torque command Tm2 to be output from the motor MG2 by the following equation (1) * Is calculated (step S170), and the motor MG2 is controlled based on the calculated torque command Tm2 * (step S180). Here, the rotational speed Nm2 of the motor MG2 is calculated from the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 and is input from the motor ECU 40 by communication. Expression (1) is a relational expression in feedback control for rotating the motor MG2 at the target rotational speed Nm2 *. In the expression, “k1” indicates a gain in the proportional term, and “k2” indicates in the integral term. The gain is indicated, and “k3” indicates the gain in the differential term. Specifically, the motor MG2 is controlled by transmitting a torque command Tm2 * to the motor ECU 40, and the motor ECU 40 receiving the torque command Tm2 * performs switching control of the switching element of the inverter 42 of the motor MG2. Done.

  Tm2 * ＝ k1 (Nm2 * -Nm2) + k2∫ (Nm2 * -Nm2) dt + k3 ・ d (Nm2 * -Nm2) / dt (1)

  Then, the process returns to step S150 until the rotation speed Nm2 of the motor MG2 reaches the vicinity of the target rotation speed Nm2 *, and the processes of steps S150 to S180 are repeated, so that the rotation speed Nm2 of the motor MG2 reaches the vicinity of the target rotation speed Nm2 *. Sometimes (step S190), the energization of the linear solenoid SLB2 is started to engage the brake B2 (step S200), and this routine is terminated. As a result, the transmission 60 can be smoothly switched to the Lo gear state, and in this Lo gear state, the power from the motor MG2 can be transmitted to the ring gear shaft 32a to travel.

  According to the hybrid vehicle 20 of the embodiment described above, the linear solenoid SLB1 is de-energized when the transmission 60 is traveling in the Hi gear state, and the air mixed into the linear solenoid SLB2 and the control valve 109 is removed. The linear solenoid SLB2 is energized at a predetermined duty ratio Dlo so as to promote the discharge. When an abnormality occurs in which the circuit of the linear solenoid SLB1 is short-circuited from this state, the energization of the linear solenoid SLB2 is stopped. Can be prevented, and the occurrence of torque shock can be suppressed. Moreover, after the energization of the linear solenoid SLB2 is stopped and the motor MG2 is disconnected from the ring gear shaft 32a as the drive shaft, the motor MG2 is controlled so that the rotational speed Nm2 of the motor MG2 is synchronized with the gear ratio Glo of the Lo gear. Since the energization of the linear solenoid SLB2 is started and the brake B2 is engaged, the transmission 60 can be smoothly switched to the Lo gear, and the power from the motor MG2 is output to the ring gear shaft 32a in the Lo gear state. You can travel.

  In the hybrid vehicle 20 of the embodiment, after the energization of the linear solenoid SLB2 is stopped and the motor MG2 and the ring gear shaft 32a are disconnected, the energization of the linear solenoid SLB2 is started after the rotation speed Nm2 of the motor MG2 is synchronized. The brake B2 is engaged to switch the transmission 60 to the Lo gear state, but the motor MG2 and the ring gear shaft 32a may be left disconnected without switching to the Lo gear state. .

  In the hybrid vehicle 20 of the embodiment, the transmission 60 is configured as a two-stage transmission in which the Hi gear and the Lo gear can be switched by the two brakes B1 and B2. However, a combination of three or more clutches and brakes is used. It is good also as what constitutes a transmission which can change a gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 120 includes an inner rotor 132 connected to the crankshaft 26 of the engine 22 and an outer rotor 134 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 130 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive shafts 39a and 39b via the power distribution and integration mechanism 30, and the power from the motor MG2 is transmitted to the transmission 60. 7 is output to the ring gear shaft 32a. As illustrated in the hybrid vehicle 220 of the modified example of FIG. 7, the engine 230 and the engine 22 are connected to each other via the clutch CL and the drive wheels 39a and 39b are connected. 8 may be provided with a transmission 60 connected to a drive shaft coupled to the motor, and a motor 230 connected to an input shaft of the transmission 60. As illustrated in the automobile 320 of the modification of FIG. Only a motor 340 that outputs power to a drive shaft connected to drive wheels 39a and 39b via a transmission 60 as a drive source is provided. It may be.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry, the power output device manufacturing industry, and the like.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 4 is an explanatory diagram illustrating an example of a collinear diagram of the transmission 60. FIG. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. It is a flowchart which shows an example of the control routine at the time of abnormality performed by the electronic control unit for hybrids 70 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

Explanation of symbols

20, 120, 220 Hybrid car, 320 car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear , 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery, 52 Electronic control unit for battery (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear, 63b Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 100 Hydraulic circuit, 102 Mechanical pump, 104 Electric pump, 104a Motor, 105 3-way solenoid, 106 Pressure control valve, 108 109, Control valve, 110, 111 Accumulator, 112 Modulator valve, 114, 115 Fail-safe valve, 116, 117 , 118 Hydraulic switch, 119 Temperature sensor, 130 Counter rotor motor, 132 Inner rotor, 134 Outer rotor, 230, 340 Motor, SLB1, SLB2 Linear solenoid, MG1, MG2 motor, B1, B2 Brake.

Claims (8)

A power output device capable of outputting power from a drive source to a drive shaft,
A plurality of clutches including a first clutch and a second clutch; first fluid supply means for supplying a working fluid to the first clutch; and a second fluid for supplying a working fluid to the second clutch. A plurality of fluid supply means including supply means, and a path between the second fluid supply means and the second clutch is blocked by at least the pressure of the working fluid supplied from the first fluid supply means. A transmission transmission means capable of transmitting the power from the drive source to the drive shaft by switching the gear position by switching the engagement state of the plurality of clutches.
From a state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. In an abnormal state where the supply of the working fluid from the first fluid supply unit is not performed, an abnormal time control is performed to control the second fluid supply unit so as to stop the supply of the working fluid from the second fluid supply unit. A power output device comprising: an abnormal time control means to be executed. The power output device according to claim 1,
The supply shut-off means is a means that further functions to shut off the path between the first fluid supply means and the first clutch by the pressure of the working fluid supplied from the second fluid supply means. ,
The abnormal time control means is such that the working fluid is supplied from the first fluid supply means and the path between the first fluid supply means and the first clutch is not blocked by the supply cutoff means. Means for executing the abnormal time control as the abnormal time when the working fluid is not supplied from the first fluid supply means from the state where the working fluid is supplied from the second fluid supply means by pressure. Is a power output device.   The abnormal time control means controls the first fluid supply means so that the working fluid is supplied to the first clutch by the first fluid supply means, and air mixed in the second fluid supply means The abnormal time control is executed as the abnormal time when the working fluid is no longer supplied from the first fluid supply means from the state in which the second fluid supply means is controlled so as to facilitate the discharge of the fluid. The power output apparatus according to claim 1, wherein the power output apparatus is a means for performing the operation.   The shift transmission means forms a first shift stage when the first clutch is engaged and the second clutch is disengaged, and the second clutch is disengaged and the second clutch is disengaged. The power output apparatus according to any one of claims 1 to 3, wherein the power output device is means for forming a second shift stage on the deceleration side with respect to the first shift stage when the clutch is engaged.   The power output apparatus according to claim 1, wherein the drive source is an electric motor capable of inputting and outputting power.   The abnormal time control means stops supplying the working fluid from the second fluid supply means, and then supplies the working fluid from the second fluid supply means with synchronization of the rotation speed by the electric motor. 6. The power output apparatus according to claim 5, which is means for controlling the electric motor and the second fluid supply means so that the second clutch is engaged after starting.   A vehicle on which the power output device according to any one of claims 1 to 6 is mounted and an axle is connected to the drive shaft. A plurality of clutches including a drive source, a first clutch and a second clutch; first fluid supply means for supplying a working fluid to the first clutch; and a first fluid supplying means for supplying the working fluid to the second clutch. A plurality of fluid supply means including two fluid supply means, and a path between the second fluid supply means and the second clutch by at least the pressure of the working fluid supplied from the first fluid supply means. A power transmission means having a supply cutoff means that functions to cut off, and a gear shift transmission means capable of switching the gear position by switching the engagement state of the plurality of clutches and transmitting the power from the drive source to the drive shaft. An output device control method comprising:
From a state in which the working fluid is supplied from both the first fluid supply means and the second fluid supply means to engage the first clutch and disengage the second clutch. In an abnormal state where the supply of the working fluid from the first fluid supply unit is not performed, an abnormal time control is performed to control the second fluid supply unit so as to stop the supply of the working fluid from the second fluid supply unit. A method for controlling the power output apparatus to be executed.

Images