JP2005304229A - Control device for coping with motor failure of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for coping with a motor failure of a hybrid vehicle that can secure traveling by a fixed change gear ratio mode that uses an engine as a drive source, even at the time of a motor failure. <P>SOLUTION: The hybrid vehicle comprises a differential device wherein three or more input/output elements are arranged on a colinear diagram, and a traveling mode that allows the engine, at least one motor and an output member to be connected to the input/output elements, and makes the vehicle travel while keeping balance in at least these three elements on the colinear diagram. In the differential device, a friction fastening element that fixes the input/output elements other than an input element to which the engine is connected to a case is arranged, a motor failure detecting means that detects the failure of the motor is arranged, and a control means for coping with the motor failure that uses the engine as the drive force when the failure of the motor is detected, and makes the vehicle travel by selecting the fixed change gear ratio mode that fastens the friction fastening element, is arranged. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a motor failure control device for a hybrid vehicle that ensures traveling when a motor fails.

Conventionally, a four-element two-degree-of-freedom planetary gear mechanism in which four input / output elements are arranged on a collinear diagram is configured, and one of the two elements arranged on the inner side of the input / output elements is supplied from the engine. There is known a hybrid drive device in which an input is assigned to an output to the drive system on the other side, and a first motor generator and a second motor generator are connected to two elements arranged on both outer sides of the inner element, respectively. (For example, refer to Patent Document 1).
JP 2003-32808 A

  However, in the hybrid vehicle equipped with the above-described conventional hybrid drive device, the “continuously variable transmission ratio mode” in which the nomograph is balanced by the four elements of the first motor generator, the second motor generator, the engine, and the output member is used. During the selected travel, for example, if the first motor generator and the second motor generator fail, the balance of the collinear diagram by the four elements is lost, so that it is not possible to travel using only the engine as a drive source. There's a problem.

  The present invention has been made paying attention to the above problem, and provides a motor fail compatible control device for a hybrid vehicle capable of ensuring traveling in a fixed gear ratio mode using an engine as a drive source even in the event of a motor failure. With the goal.

In order to achieve the above object, the present invention has a differential device in which three or more input / output elements are arranged on a collinear diagram, and an engine, at least one motor, and an output member are provided in the input / output elements. In a hybrid vehicle having a traveling mode that connects and travels with at least these three elements while balancing the alignment chart,
Of the differential, a friction fastening element is provided for fixing an input / output element other than the input element to which the engine is connected to the case,
A motor failure detection means for detecting a failure of the motor is provided,
When a motor failure is detected by the motor failure detection means, a motor fail corresponding control means is provided that travels by selecting a fixed gear ratio mode for fastening the friction engagement element using the engine as a drive source.

  Therefore, in the motor failure response control device for a hybrid vehicle of the present invention, when a motor failure is detected by the motor failure detection means in the motor failure response control means, the friction engagement element is fastened using the engine as a drive source. The traveling with the fixed gear ratio mode to be selected is ensured. In other words, at least one of the three elements in the collinear diagram is fixed by fastening the friction engagement element, so that the rotation speed (vehicle speed) of the element to which the output member is connected is controlled by engine rotation speed control. And the alignment of the alignment chart is maintained. As a result, even when the motor fails, traveling can be ensured by the fixed gear ratio mode using the engine as a drive source.

  Hereinafter, the best mode for realizing a motor failure control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the motor failure control device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1, a second motor generator MG2, an output shaft OUT (output member), and a driving force synthesis transmission. TM (differential device). The driving force combined transmission TM includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, an engine clutch EC, a low brake LB (first friction engagement element), and a high clutch HC. (Second frictional engagement element) and high / low brake HLB (third frictional engagement element).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators having a rotor in which permanent magnets are embedded and a stator around which a stator coil is wound. Based on this, the three-phase alternating current generated by the inverter 3 is independently controlled by applying it to each stator coil.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 of the driving force combining transmission TM are all single-pinion type planetary gears with two degrees of freedom. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and are connected to the second pinion carrier PC2. The third ring gear R3 is directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. It has 6 rotating elements.

The connection relationship between the power sources E, MG1, MG2, the output shaft OUT, and the engagement elements EC, LB, HC, HLB for the six rotating elements of the driving force synthesizing transmission TM will be described.
A second motor generator MG2 is connected to the first rotating member M1 (S1, S2).
The second rotating member M2 (R1, R3) is not connected to any input / output element.
An engine E is connected to the third rotating member M3 (PC2, R3) via an engine clutch EC.
A second motor generator MG2 is connected to the first pinion carrier PC1 via a high clutch HC. Further, it is connected to the transmission case TC via a low brake LB.
A first motor generator MG1 is connected to the second ring gear R2. Further, it is connected to the transmission case TC via a high / low brake HLB.
An output shaft OUT is connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  Due to the above connection relationship, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), and the second motor generator MG2 (S1, S2) on the alignment chart shown in FIG. A rigid lever model that is arranged in order and can easily express the dynamic operation of the planetary gear train (the first planetary gear PG1 lever (1), the second planetary gear PG2 lever (2), the third planetary gear PG3 lever) (3)) can be introduced. Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear, Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the interval between each rotating element to the collinear lever ratio (α , Β, δ).

  The engine clutch EC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the engine E on the alignment chart of FIG. Is input to the third rotation member M3 (PC2, R3) which is an engine input rotation element.

  The low brake LB is a multi-plate friction brake fastened by hydraulic pressure, and is disposed on the outer side of the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. The "low gear fixed mode" and the "low-side continuously variable transmission mode" that share the low-side gear ratio by the engagement are realized.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment chart of FIG. "2-speed fixed mode", "high-side continuously variable transmission mode" and "high gear fixed mode" are realized.

  The high / low brake HLB is a multi-plate friction brake fastened by hydraulic pressure, and is arranged at a position coincident with the rotational speed axis of the first motor generator MG1 on the alignment chart of FIG. 2 and fastened together with the low brake LB. Thus, the gear ratio is set to the “low gear fixed mode” on the underdrive side, and the gear ratio is set to the “high gear fixed mode” on the overdrive side by engaging with the high clutch HC.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system in the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, and an accelerator opening. A sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, a third ring gear speed sensor 12, a navigation system 13, It is comprised.

  The engine controller 1 responds to an engine operating point (Ne) according to a target engine torque command or the like from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. , Te), for example, is output to a throttle valve actuator (not shown).

  The motor controller 2 receives the motor of the first motor generator MG1 in response to a target motor generator torque command or the like from the integrated controller 6 that inputs the motor generator rotational speeds N1 and N2 from the motor generator rotational speed sensors 10 and 11 by the resolver. A command for independently controlling the operating point (N1, T1) and the motor operating point (N2, T2) of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6.

  The inverter 3 is connected to the respective stator coils of the first motor generator MG1 and the second motor generator MG2, and generates an independent three-phase alternating current according to a command from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information such as the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the engine input rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Predetermined arithmetic processing is performed. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1 and the integrated controller 6 and the motor controller 2 are connected by bidirectional communication lines 14 and 15 for information exchange, respectively.

  The navigation system 13 provides terrain information to the integrated controller 6 in response to a request from the integrated controller 6 when the motor generator fails. Further, based on the system display command from the integrated controller 6, when at least one of the motor generators MG1 and MG2 breaks down and the transition to the fixed gear ratio mode is made, the display screen of the navigation system 13 is displayed. Displays the currently selected fixed gear ratio mode and informs the driver.

  Next, the travel mode of the hybrid vehicle will be described.

  The driving mode includes a low gear fixed mode (hereinafter referred to as “Low mode”), a low-side continuously variable transmission mode (hereinafter referred to as “Low-iVT mode”), and a two-speed fixed mode (hereinafter referred to as “2nd mode”). ), A high-side continuously variable transmission mode (hereinafter referred to as “High-iVT mode”), and a high gear fixed mode (hereinafter referred to as “High mode”).

  Regarding the five driving modes, an electric vehicle mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and an engine E and both motor generators MG1 and MG2 are used. And a hybrid vehicle mode (hereinafter referred to as “HEV mode”).

  Therefore, as shown in FIG. 2 (five driving modes related to EV mode) and FIG. 3 (five driving modes related to HEV mode), the combination of “EV mode” and “HEV mode” is “10 driving modes”. Will be realized. Here, Fig. 2 (a) is an alignment chart of "EV-Low mode", Fig. 2 (b) is an alignment chart of "EV-Low-iVT mode", and Fig. 2 (c) is "EV-2nd mode". 2D is an alignment chart of “EV-High-iVT mode”, and FIG. 2E is an alignment chart of “EV-High mode”. Fig. 3 (a) is a nomogram for "HEV-Low mode", Fig. 3 (b) is a nomogram for "HEV-Low-iVT mode", and Fig. 3 (c) is "HEV-2nd mode". FIG. 3D is a collinear diagram of “HEV-High-iVT mode”, and FIG. 3E is a collinear diagram of “HEV-High mode”.

The “Low mode” is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB, as shown in the collinear diagram of FIG. 2 (a) and FIG. 3 (a). Low gear fixed mode.
In the “Low-iVT mode”, the low brake LB is engaged, the high clutch HC is released, and the high / low brake HLB is released, as shown in the collinear diagram of FIG. 2 (b) and FIG. 3 (b). This is the low-side continuously variable transmission mode obtained in
The “2nd mode” is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB, as shown in the collinear diagrams of FIG. 2 (c) and FIG. 3 (c). 2 speed fixed mode.
In the “High-iVT mode”, the low brake LB is released, the high clutch HC is engaged, and the high / low brake HLB is released, as shown in the collinear charts of FIGS. 2 (d) and 3 (d). Is a high-side continuously variable transmission mode obtained in
The “High mode” is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB, as shown in the nomographs of FIGS. 2 (e) and 3 (e). High gear fixed mode.

  Then, the motor failure response control in the “10 travel modes” is performed by the integrated controller 6. That is, the integrated controller 6 is provided with the “10 travel modes” as shown in FIG. 4, for example, in a three-dimensional space by the required driving force Fdrv (determined by the accelerator opening AP), the vehicle speed VSP, and the battery SOC. The allocated travel mode map is set in advance. When the vehicle travels, the travel mode map is searched based on the detected values of the required driving force Fdrv, the vehicle speed VSP, and the battery SOC, and is determined by the required driving force Fdrv and the vehicle speed VSP. The optimum travel mode is selected according to the vehicle operating point and the battery charge amount. FIG. 4 is an example of a travel mode map that is represented in two dimensions by the required driving force Fdrv and the vehicle speed VSP by cutting out the three-dimensional travel mode map at a value with a sufficient capacity range of the battery S.O.C.

  When the mode transition is performed between the “EV mode” and the “HEV mode” by selecting the travel mode map, as shown in FIG. 5, the engine E is started and stopped, and the engine clutch EC is engaged. Control to release is executed.

  Further, when mode transition between the five modes of the “EV mode” and mode transition between the five modes of the “HEV mode” are performed, they are performed according to the ON / OFF operation table shown in FIG. Also, among the controls that change the running mode, for example, when starting / stopping the engine E and engaging / disengaging clutches and brakes are necessary at the same time, when engaging / disengaging multiple clutches and brakes are necessary, In the case where the motor generator rotation speed control is necessary prior to the start / stop of E or the engagement / release of the clutch or brake, the sequence control is performed according to a predetermined procedure.

  Next, the operation will be described.

[Control processing for motor failure]
FIG. 6 is a flowchart showing the flow of the motor fail handling control process executed by the integrated controller 6 of the first embodiment. Each step will be described below (motor fail handling control means).

In step S1, a failure of both motor generators MG1, MG2 is determined, and the process proceeds to step S2 (motor failure detection means).
Here, the failure determination of both motor generators MG1 and MG2 is performed by detecting an abnormality in the high voltage system (for example, when a voltage / current sensor or IR sensor has a value that could not be normal during a period longer than the set time) and an alignment chart. Unbalance detection (for example, indicates an unbalanced lever tilt or lever operation that cannot be done when both motor generators MG1 and MG2 are normal when running with "Low-iVT mode" or "High-iVT mode" selected. Time).

  In step S2, whether or not the first motor generator MG1 is in failure is determined based on the failure determination in both motor generators MG1 and MG2 in step S1. If YES, the process proceeds to step S5. If NO, step S5 is performed. The process proceeds to S3.

  In step S3, based on the determination that the first motor generator MG1 is normal in step S2, it is determined whether or not the second motor generator MG2 is out of order. If YES, the process proceeds to step S16 and NO. If so, the process proceeds to step S4.

  In step S4, based on the determination in step S2 and step S3 that both motor generators MG1 and MG2 are normal, the driving mode map shown in FIG. 4 and the driving point of the vehicle (determined by required driving force, vehicle speed, battery SOC) ), The travel mode is selected in the normal control in which the travel mode is selected.

  In step S5, based on the determination that the first motor generator MG1 is in failure in step S2, it is determined whether or not the second motor generator MG2 is in failure. If YES, the process proceeds to step S6 and NO. In this case, the process proceeds to step S11.

In step S6, based on the determination in step S2 and step S5 that both motor generators MG1 and MG2 are out of order, the “Low mode” using only the engine E shown in FIG. Of the three fixed gear ratio modes, the “2nd mode” using only the engine E shown in b) and the “High mode” shown in FIG. 7C, the optimum fixed gear shift according to the driving scene at that time The ratio mode is selected and the process proceeds to step S7.
Here, the optimum fixed gear ratio mode is selected by inputting the terrain information and accelerator opening information of the road on which the vehicle is traveling and the road that will be traveled from the navigation system 13. Select “Low mode” when there is a large amount or when the accelerator opening is large, select “2nd mode” when the road is almost flat or when the accelerator opening is about normal driving, and if there are many downhill road surfaces, When the accelerator opening is small, “High mode” may be selected. Further, for example, as shown in FIG. 7, a driving force map in which three fixed speed ratio modes of “Low mode”, “2nd mode”, and “High mode” are represented in a region by the relationship between the vehicle speed VSP and the required driving force Fdrv. The fixed speed ratio mode to which the driving point determined by the vehicle speed VSP detected by the own vehicle and the required driving force Fdrv belongs on the driving force map may be selected.

  In step S7, based on the selection of the fixed gear ratio mode in step S6, the mode transition from the travel mode selected at the time of the motor generator failure determination to the newly selected fixed gear ratio mode is performed, and the process proceeds to step S8. To do.

  In step S8, based on the mode transition to the fixed gear ratio mode in step S7, the engine speed Ne as a drive source is controlled so as to maintain the vehicle speed VSP (output speed), and the process proceeds to step S9.

  In step S9, the engine speed control for maintaining the vehicle speed is started in the fixed gear ratio mode in step S8. Thereafter, the vehicle travels while maintaining the fixed gear ratio mode, and the process proceeds to step S10.

  In step S10, the travel in the fixed gear ratio mode is entered in step S9, so that the currently selected fixed gear ratio mode is displayed on the display screen of the navigation system 13, and the motor generator is displayed to the driver. It informs of the failure and the selected fixed gear ratio mode, and shifts to return (fixed mode display means).

In step S11, based on the determination that the first motor generator MG1 is out of order in step S2 and step S5 but the second motor generator MG2 is normal, the "Low mode" using the engine E as the drive source, the engine Of the two fixed gear ratio modes called “High mode” using E as a drive source, the optimum fixed gear ratio mode is selected according to the traveling scene at that time, and if “High mode” is selected, step S12 is performed. If "Low mode" is selected, the process proceeds to step S14. At this time, since second motor generator MG2 is normal, motor assist (discharge) by second motor generator MG2 and regenerative (charge) travel by second motor generator MG2 are possible.
Here, the optimum fixed gear ratio mode may be selected as “Low mode” or “High mode” based on the terrain information and accelerator opening information from the navigation system 13 as in Step S6. In addition, referring to the driving force map that shows the two fixed gear ratio modes in the "Low mode" and "High mode" in the area according to the relationship between the vehicle speed VSP and the required driving force Fdrv, You may make it select the fixed gear ratio mode to which the driving point determined by the request | requirement driving force Fdrv belongs on a driving force map.

  In step S12, based on the selection of “High mode” in step S11, mode transition is made from the travel mode selected at the time of failure determination of the first motor generator MG1 to the newly selected “High mode”. The process proceeds to S13.

  In step S13, based on the mode transition to the “High mode” in step S12, the engine E or the rotation speed N2 of the engine E and the second motor generator MG2 is controlled so as to maintain the vehicle speed VSP (output rotation speed). The process proceeds to step S9.

  In step S14, based on the selection of “Low mode” in step S11, the mode transition from the travel mode selected at the time of the failure determination of the first motor generator MG1 to the newly selected “Low mode” is performed. The process proceeds to S15.

  In step S15, based on the mode transition to the “Low mode” in step S14, the engine E or the rotation speed N2 of the engine E and the second motor generator MG2 is controlled so as to maintain the vehicle speed VSP (output rotation speed). The process proceeds to step S9.

  In step S16, the first motor generator MG1 in steps S2 and S3 is normal, but the second motor generator MG2 is selected based on the determination that the second motor generator MG2 is in failure, based on the determination that it is in failure. The mode transition to the “2nd mode” using the engine E newly selected as the drive source from the travel mode is performed, and the process proceeds to step S17. At this time, since first motor generator MG1 is normal, motor assist (discharge) by first motor generator MG1 and regenerative (charge) travel by first motor generator MG1 are possible.

  In step S17, based on the mode transition to the “2nd mode” in step S16, the engine E or the engine speed E1 and the engine speed N1 of the first motor generator MG1 are controlled so as to maintain the vehicle speed VSP (output engine speed). The process proceeds to step S9.

[Problems when motor generator fails]
Japanese Patent Application Laid-Open No. 2003-32808 discloses a planetary gear mechanism having four elements and two degrees of freedom in which four input / output elements are arranged on a collinear diagram, and two arranged inside the input / output elements. An input from the engine is assigned to one of the elements, and an output to the drive system is assigned to the other, and the first motor generator and the second motor generator are assigned to the two elements arranged on both outer sides of the inner element, respectively. A coupled hybrid drive is described. As a result, the torque on the motor generator side with respect to the engine output can be reduced to reduce the size thereof, and the energy passing through the motor generator can be further reduced, so that the transmission efficiency as the drive device is improved.

  In this hybrid drive device, it is necessary to consider countermeasures for failure of the motor generator. Therefore, first, considering the case where both motor generators fail during traveling with the “continuously variable transmission ratio mode” selected, in the “continuously variable transmission ratio mode”, the first motor generator, the second motor generator, and the engine Since the four elements of the output member and the output member balance the nomogram, when both motor generators break down, the nomogram balance by the four elements is lost, and the engine alone cannot run.

  Also, considering the case where only one of the motor generators fails during traveling with the “continuously variable transmission ratio mode” selected, the nomograph will be balanced by three elements. In order to maintain traveling, a battery is required (discharge or charge). For example, when the engine torque increases in a driving scene that requires driving force, the required torque of the motor generator also increases due to the gear ratio of the planetary gear. When the battery capacity decreases due to overdischarge of the motor generator, three factors It becomes impossible to balance the nomograph.

[Control action for motor failure]
On the other hand, in the motor failure control device for the hybrid vehicle of the first embodiment, when a motor failure is detected by the motor failure detection means (if there are two motors, one of the motor failures is detected). Fixed gear ratio mode ("Low mode", "2nd mode", "High mode") that uses engine E as the drive source and engages friction engagement elements (low brake LB, high clutch HC, high / low brake HLB) The above-mentioned problem has been solved by providing a motor-fail response control means that selects and travels.

  That is, when both motor generators MG1 and MG2 are normal, the flow of step S1, step S2, step S3, step S4, and return is repeated in the flowchart of FIG. Selection of the driving mode in the normal control is performed in which the driving mode is selected based on the driving mode map shown in FIG.

  Next, when both the motor generators MG1 and MG2 are in failure, in the flowchart of FIG. 6, step S1, step S2, step S5, step S6, step S7, step S8, step S9, step S10, and return. In step S6, three fixed gear ratio modes are represented in the region based on the terrain information and accelerator opening information from the navigation system 13 or based on the relationship between the vehicle speed VSP and the required driving force Fdrv. Based on the driving force map shown in FIG. 8, the optimum fixed gear ratio mode is selected from the “Low mode”, “2nd mode”, and “High mode”.

  If the motor generators MG1 and MG2 continue to run with both of them in failure, the terrain / accelerator opening information, vehicle speed / required driving force information, etc. change. The optimum fixed gear ratio mode is selected from the two “Low mode”, “2nd mode” and “High mode”. In other words, when the newly selected travel mode is different from the selected travel mode among the three fixed gear ratio modes "Low mode", "2nd mode" and "High mode" Mode transition control is executed between the two travel modes.

  Therefore, when both motor generators MG1 and MG2 are out of order, among the three fixed gear ratio modes “Low mode”, “2nd mode” and “High mode” using the engine E as a drive source, Driving can be ensured by one fixed gear ratio mode. In addition, there are three fixed gear ratio modes that can be selected, and the optimal fixed from three "Low mode", "2nd mode" and "High mode" depending on the driving scene such as when high driving force is required. Since the gear ratio mode is selected, the degree of freedom in selecting the fixed gear ratio mode is not only high, but, for example, the optimum fixed gear ratio mode mode according to the travel scene is the same as in the case of a forward three-speed automatic transmission. By the transition control, traveling with high driving performance can be achieved.

  Next, when the first motor generator MG1 is faulty and the second motor generator MG2 is normal, the process proceeds to step S1, step S2, step S5, step S11 in the flowchart of FIG. When “High mode” is selected, the flow from step S11 to step S12 → step S13 → step S9 → step S10 → return is repeated. When “Low mode” is selected in step S11, the flow from step S11 to step S14 → step S15 → step S9 → step S10 → return is repeated.

  If the first motor generator MG1 fails and the second motor generator MG2 continues to run normally, the terrain / accelerator opening information, vehicle speed / required driving force information, etc. will change. The optimum fixed gear ratio mode is selected from the two “Low mode” and “High mode” according to the scene change. In other words, if the newly selected travel mode differs between the two fixed gear ratio modes “Low mode” and “High mode” with respect to the selected travel mode, Thus, mode transition control is executed.

  Therefore, when the first motor generator MG1 is faulty and the second motor generator MG2 is normal, the “Low mode” and “High mode”, which are two fixed speed ratio modes using the engine E as a drive source, Driving can be ensured by one fixed gear ratio mode. In addition, there are two fixed gear ratio modes that can be selected. In addition, “Low mode” is selected when a high driving force is required, and “High mode” is selected otherwise. By performing mode transition control between the two fixed gear ratio modes, it is possible to achieve traveling that achieves both driving performance and fuel consumption performance. Furthermore, since second motor generator MG2 is normal, motor assist (discharge) by second motor generator MG2 and regenerative (charge) travel by second motor generator MG2 are also possible.

  Next, when the first motor generator MG1 is normal and the second motor generator MG2 is out of order, step S1, step S2, step S3, step S16, step S17, step S9, step S10 in the flowchart of FIG. → The process of going to return is repeated.

  Therefore, when the first motor generator MG1 is normal and the second motor generator MG2 is out of order, traveling can be ensured by the “2nd mode” that is the fixed gear ratio mode using the engine E as a drive source. Furthermore, since the first motor generator MG1 is normal, motor assist (discharge) by the first motor generator MG1 and regenerative (charge) traveling by the first motor generator MG1 are also possible.

Next, the effect will be described.
In the hybrid vehicle motor failure control device of the first embodiment, the following effects can be obtained.

  (1) It has a differential device in which three or more input / output elements are arranged on a nomograph, and an engine, at least one motor and an output member are connected to the input / output elements, and at least these three elements In the hybrid vehicle having a traveling mode that travels while balancing the nomogram, a frictional engagement element that fixes an input / output element other than the input element to which the engine is connected to the case is provided among the differential gears, Motor failure detection means for detecting a motor failure is provided, and when a motor failure is detected by the motor failure detection means, the engine is used as a drive source and a fixed gear ratio mode for fastening the friction engagement element is selected. Since the motor fail response control means for traveling is provided, traveling can be ensured by the fixed gear ratio mode using the engine as a drive source even when the motor fails.

  (2) In the differential device, four or more input / output elements are arranged on a collinear diagram, and an input from the engine E is input to one of two elements arranged inside the input / output elements. On the other hand, the output shaft OUT to the drive system is assigned respectively, and the first motor generator MG1 and the second motor generator MG2 are respectively connected to two elements arranged on both outer sides of the inner element, The motor failure detection means is means for detecting whether one of the first motor generator MG1 and the second motor generator MG2 is broken or both are broken, and the motor fail corresponding control means is that both motor generators MG1 and MG2 are broken. In this case, the vehicle is driven by selecting the fixed gear ratio mode using only the engine E as the drive source, and if one of the motor generators MG1, MG2 fails, the engine Is used as a drive source, and a normal motor generator is used for assist or regeneration while selecting a fixed gear ratio mode to travel, so that one of the first motor generator MG1 and the second motor generator MG2 has failed. In this case, a normal motor generator can be used as an assist to assist the engine driving force while driving with the fixed gear ratio mode selected, or to increase the charging capacity of the battery 4 while generating the braking force. It can also be used.

  (3) Since the motor failure detection means detects a motor failure by detecting an abnormality in the high voltage system and detecting an unbalance in the collinear diagram, a motor failure due to a short circuit or disconnection is reliably detected by detecting an abnormality in the high voltage system. In addition, it is possible to achieve high-precision motor failure detection so that a motor failure due to a malfunction in response to a control command can be reliably detected by unbalance detection in the nomograph.

  (4) The differential device has a plurality of fixed modes as a gear ratio fixed mode, and the motor fail corresponding control means detects a motor failure that can select a plurality of fixed modes. To input the terrain information and accelerator opening information of the road surface that runs after the motor failure, and to select the optimal fixed mode from multiple fixed modes according to the terrain information and accelerator opening information, from among the multiple fixed modes, It is possible to select an optimal fixed mode while predicting the current driving force requirement of the driver and the required driving load in the future.

  (5) The differential device has a plurality of fixed modes as a gear ratio fixed mode, and the motor-fail corresponding control means is capable of selecting a plurality of fixed modes when a motor failure is detected, Refer to the driving force map that represents the multiple fixed modes in the area by the relationship, and select the fixed mode to which the driving point determined by the vehicle speed and the required driving force of the vehicle belongs on the driving force map. From this, it is possible to select an optimum fixed mode according to the vehicle speed and the required driving force.

  (6) When the fixed gear ratio mode is selected by the motor failure handling control unit based on the motor failure detection by the motor failure detection unit, the fixed mode that displays the currently selected fixed mode on the display screen of the navigation system Since the mode display means is provided, it is possible to visually inform the driver and the occupant of the current state of the vehicle.

  (7) The driving force combined transmission TM is constituted by a first planetary gear PG1, a second planetary gear PG2, and a third planetary gear PG3 having two degrees of freedom, and is on a collinear diagram of the second planetary gear PG2. Are connected to the elements arranged at one end on the collinear diagram of the third planetary gear PG3 and assigned to the engine E, and at one end on the collinear diagram of the second planetary gear PG2. The first motor generator MG1 is assigned to the arranged elements, and the elements arranged at one end on the alignment chart of the first planetary gear PG1 and the elements arranged at one end on the alignment chart of the second planetary gear PG2 And the second motor generator MG2 is allocated, the output shaft OUT is allocated to the elements arranged inside on the collinear diagram of the third planetary gear PG3, and the collinear diagram of the first planetary gear PG1 is allocated. Second rotation of the element arranged at the other end and the element arranged at the other end on the collinear diagram of the third planetary gear PG3 A low brake LB is provided between an element arranged on the nomographic chart of the first planetary gear PG1 and a transmission case TC, to which the second motor generator MG2 is assigned. A high clutch HC is provided between the second rotating member M2 and a high / low brake HLB is provided between an element arranged at one end on the alignment chart of the second planetary gear PG2 and the transmission case TC, In the fixed gear ratio mode, the low brake LB is engaged, the high clutch HC is released, the "low mode" obtained by engaging the high / low brake HLB, the low brake LB is engaged, the high clutch HC is engaged, "2nd mode" obtained by releasing the high / low brake HLB, and "High mode" obtained by releasing the low brake LB, fastening the high clutch HC, and fastening the high / low brake HLB, and Mo When both motor generators MG1 and MG2 are faulty, the fail-safe control means uses only engine E as the drive source, and selects the optimum mode among “Low mode”, “2nd mode” and “High mode” according to the driving scene. If only the first motor generator MG1 is selected, the engine E alone or the engine E and the second motor generator MG2 are used as driving sources, and the “Low mode” or “High mode” is selected depending on the driving scene. When the optimum mode is selected and only the second motor generator MG2 fails, the engine E alone or the engine E and the first motor generator MG1 are used as drive sources, and the “2nd mode” is selected. When MG2 is out of order, the optimum mode can be selected according to the driving scene among the three fixed gear ratio modes, “Low mode”, “2nd mode” and “High mode”. If only the first motor generator MG1 has a failure, the second motor generator MG2 that is normal can be selected in addition to the freedom to select the optimum mode between “Low mode” and “High mode”. It can be used as an assist for assisting the engine driving force, or it can be used for regeneration to increase the charging capacity of the battery 4 while generating the braking force.

  As mentioned above, although the motor fail corresponding control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  In the first embodiment, as an example of detecting a motor failure, a motor failure is detected by detecting an abnormality of a high voltage system and detecting an unbalance in a collinear diagram. However, a predetermined voltage or the like is applied to the motor before traveling. The detection may be performed by an initialization process that looks at the motor operation response, or a motor failure may be detected by various other methods.

  The hybrid vehicle motor failure control device of the first embodiment is an example of a driving force combining transmission having a differential gear constituted by three single pinion type planetary gears. For example, Japanese Patent Application Laid-Open No. 2003-32808. As described in the publication, etc., the present invention can also be applied to a driving force synthesis transmission having a differential constituted by a Ravigneaux type planetary gear. There is a differential device in which three or more input / output elements are arranged, and an engine, at least one motor, and an output member are connected to the input / output elements of the differential device, and at least these three elements share the same. The present invention can be applied to a hybrid vehicle having a travel mode that travels while balancing the diagram.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a drive system and a control system of a hybrid vehicle to which a motor failure handling control device according to a first embodiment is applied. FIG. 5 is a collinear diagram showing five driving modes in an electric vehicle mode in the hybrid vehicle of the first embodiment. FIG. 5 is a collinear diagram showing five travel modes in a hybrid vehicle mode in the hybrid vehicle of the first embodiment. It is a figure which shows an example of the driving mode map used for selection of driving modes in the hybrid vehicle of Example 1. 4 is an operation table of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in “10 travel modes” in the hybrid vehicle of the first embodiment. 6 is a flowchart illustrating a flow of a motor fail handling control process executed in the integrated controller of the first embodiment. FIG. 5 is a collinear diagram showing “Low mode”, “2nd mode”, and “High mode” that are fixed gear ratio modes in the hybrid vehicle of the first embodiment. FIG. 3 is a map diagram showing an example of a driving force map used when selecting an optimum mode from three fixed gear ratio modes when both motor generators fail in the hybrid vehicle of the first embodiment.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator (motor generator)
OUT Output shaft (output member)
TM Driving force transmission (differential device)
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake (first friction engagement element)
HC high clutch (second frictional engagement element)
HLB high / low brake (third friction engagement element)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 Hydraulic control apparatus 6 Integrated controller 7 Accelerator opening sensor 8 Vehicle speed sensor 9 Engine speed sensor 10 First motor generator speed sensor 11 Second motor generator speed sensor 12 Third ring gear Speed sensor 13 Navigation system

Claims (7)

A differential device in which three or more input / output elements are arranged on the alignment chart, and an engine, at least one motor and an output member are connected to the input / output elements, and at least these three elements are collinear; In a hybrid vehicle having a running mode that runs while balancing the figure,
Of the differential, a friction fastening element is provided for fixing an input / output element other than the input element to which the engine is connected to the case,
A motor failure detection means for detecting a failure of the motor is provided,
When a motor failure is detected by the motor failure detection means, there is provided a motor fail corresponding control means for driving by selecting a fixed gear ratio mode for fastening the friction engagement element using the engine as a drive source. A control device for motor failure in hybrid vehicles. In the hybrid vehicle motor-fail compatible control device according to claim 1,
In the differential device, four or more input / output elements are arranged on a collinear diagram, an input from the engine is input to one of two elements arranged inside the input / output element, and a drive system is connected to the other The first motor generator and the second motor generator are connected to the two elements arranged on both outer sides of the inner element, respectively,
The motor failure detection means is means for detecting whether one of the first motor generator and the second motor generator is a failure or both are failures,
When both motor generators are faulty, the motor fail handling control means selects and operates a fixed gear ratio mode using only the engine as a drive source, and when one of the motor generators is faulty, A motor failure control apparatus for a hybrid vehicle, wherein an engine is used as a drive source and a normal motor generator is used for assist or regeneration to select a fixed gear ratio mode and run. In the hybrid vehicle motor fail control device according to claim 1 or 2,
The motor failure detecting means for detecting a motor failure in a hybrid vehicle, wherein the motor failure detecting means detects a motor failure by detecting an abnormality in a high voltage system and detecting an imbalance in a collinear diagram. In the hybrid vehicle motor-fail compatible control device according to any one of claims 1 to 3,
The differential device has a plurality of fixed modes as a gear ratio fixed mode,
The motor fail corresponding control means inputs the terrain information and accelerator opening information of the road surface on which the vehicle travels after the motor failure from the navigation system when detecting a motor failure in which a plurality of fixed modes can be selected. An apparatus for controlling motor failure in a hybrid vehicle, wherein an optimum fixed mode is selected from a plurality of fixed modes according to opening information. In the hybrid vehicle motor-fail compatible control device according to any one of claims 1 to 3,
The differential device has a plurality of fixed modes as a gear ratio fixed mode,
The motor failure handling control means refers to a driving force map representing a plurality of fixed modes in a region according to the relationship between the vehicle speed and the required driving force when detecting a motor failure in which a plurality of fixing modes can be selected. And a motor fail control device for a hybrid vehicle, wherein a fixed mode to which an operating point determined by a required driving force belongs on a driving force map is selected. In the hybrid vehicle motor-fail compatible control device according to any one of claims 1 to 5,
Fixed mode display means for displaying the currently selected fixed mode on the display screen of the navigation system when the fixed gear ratio mode is selected by the motor failure handling control means based on the motor failure detection by the motor failure detection means. An apparatus for controlling motor failure in a hybrid vehicle, characterized by comprising: In the hybrid vehicle motor-fail compatible control device according to any one of claims 1 to 6,
The differential is composed of a first planetary gear, a second planetary gear, and a third planetary gear with two degrees of freedom and three elements,
An engine is assigned by connecting an element arranged inside on the collinear diagram of the second planetary gear and an element arranged on one end on the collinear diagram of the third planetary gear, and the second planetary gear A first motor generator is assigned to an element arranged at one end on the collinear diagram, and an element arranged at one end on the collinear diagram of the first planetary gear and one end on the collinear diagram of the second planetary gear. A second motor generator is assigned by connecting the elements to be arranged, and an output member is assigned to the elements arranged inward on the alignment chart of the third planetary gear,
An element arranged at the other end on the collinear diagram of the first planetary gear and an element arranged at the other end on the collinear diagram of the third planetary gear are connected by a direct connection element, and the first planetary gear A first frictional engagement element is provided between an element arranged inward on the collinear diagram and the transmission case, and a second frictional engagement element is provided between the element to which the second motor generator is assigned and the direct connection element. Providing a third frictional engagement element between the element arranged at one end on the collinear diagram of the second planetary gear and the transmission case,
The fixed gear ratio mode includes a low gear fixing mode obtained by fastening the first friction engagement element, releasing the second friction engagement element, and fastening the third friction engagement element, and fastening the first friction engagement element. The second friction fastening element is fastened, the second friction fastening element is released, the second speed fixed mode is obtained, the first friction fastening element is released, the second friction fastening element is fastened, and the third friction fastening is achieved. A high gear fixing mode obtained by fastening the elements, and
When both motor generators are faulty, the motor fail handling control means uses only the engine as a drive source, selects the optimum mode from among the low gear fixed mode, the second speed fixed mode, and the high gear fixed mode according to the traveling scene, If only one motor generator fails, the engine alone or the engine and the second motor generator are used as drive sources, and the optimum mode is selected from the low gear fixed mode and the high gear fixed mode according to the driving scene, and the second motor generator is selected. In the case where only the engine fails, the controller for hybrid vehicle motor failure is characterized in that the engine only, or the engine and the first motor generator are used as drive sources and the two-speed fixed mode is selected.

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