JP2009067091A - Hybrid drive - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive capable of suitably making a hybrid vehicle perform retreat traveling. <P>SOLUTION: A hybrid drive mechanism 10A has a first transmission 400 with a plurality of gears between an output rotating shaft 380 of a motor generator MG1 and a counter shaft 700, and a second transmission 500 with a plurality of gears between an input shaft 370 connected to an output rotating shaft of a motor generator MG2 and the counter shaft 700; the transmissions can each be connected at one of the gears with the counter shaft 700 respectively by a first clutch mechanism 430 and a second clutch mechanism 530. In HV-mode drive control, for example, an ECU 100 discriminates whether or not each motor generator is in an abnormal condition; if at least one of the motor generators is in an abnormal condition, the ECU reselects a drive mode from selectable drive modes that are achieved by combinations of the plurality of gears, to make the hybrid vehicle 10 perform retreat traveling. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technical field of a hybrid drive device that includes an internal combustion engine and a motor generator as power sources and drives a hybrid vehicle.

  As this type of driving apparatus, an apparatus in which an internal combustion engine is connected to an input element of a planetary gear mechanism, a first driving force source is connected to a reaction force element, and a second driving force source is connected to an output element has been proposed. (For example, refer to Patent Document 1). According to the hybrid vehicle drive device disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), it is provided with a switching mechanism that selectively switches and connects an output member to an output element and a reaction force element. Therefore, it is said that power transmission loss can be reduced.

  There has also been proposed a hybrid vehicle in which, when the engine MG1 fails, the drive output member is fixed and the continuously variable drive mode is set, and the engine is started with normal MG2 (see, for example, Patent Document 2).

  In addition, a technique has also been proposed in which a fastening element is controlled by a combination of fastening and releasing that is set according to the failure location as an alternative mode when an OFF failure in which the fastening element cannot be fastened or an ON fault that cannot be released (see Patent Document 3). ).

Japanese Patent Laying-Open No. 2005-125876 JP 2006-170120 A JP 2006-22844 A

  If any abnormality occurs in the driving force transmission system in the hybrid drive device, it may be necessary to retreat the hybrid vehicle. However, in the conventional technology, the first and second driving force sources are selectively connected to the output member. Even if it can, since the operating state of the driving force source connected to the output member is uniquely determined by the traveling state of the vehicle, efficient retreat traveling cannot always be performed.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a hybrid drive device that can suitably retreat a hybrid vehicle.

  In order to solve the above-described problems, a hybrid drive device according to the present invention is provided in a hybrid vehicle, and includes an internal combustion engine and a first motor generator for first, second, and third rotating elements that can be differentially rotated with each other. The power distribution means formed by connecting the motor and the second motor generator, the output member connected to the axle of the hybrid vehicle, and the first and second motor generators can be connected to the output member, respectively. A hybrid drive device comprising: a connecting means, wherein the output is provided by the connecting means provided in a power transmission path between at least one of the first and second motor generators and the output member. A plurality of shift stages that can be selectively connected to a member, and a drive corresponding to the connected one shift stage in a state where one of the plurality of shift stages is connected to the output member; To mode Thus, whether there is an abnormal state in which the speed change means that transmits power between the at least one and the output member, and the predetermined type of target portion that is defined as affecting the travel of the hybrid vehicle in the hybrid drive device First determining means for determining whether or not the connection means for controlling the connecting means so that a predetermined retreat travel is possible in the hybrid vehicle when it is determined that the target part is in the abnormal state And a control means.

  The hybrid drive device according to the present invention is suitably connected to an output member (for example, an axle that can take the form of a drive shaft or an axle shaft, for example, through various reduction mechanisms such as a final reduction gear and a differential gear, and the like. For example, a plurality of transmission paths for a plurality of driving forces with respect to a rotating shaft or the like that can be rotated in conjunction with each other are installed as a preferred form, for example, physical, mechanical, electrical Engaging means that can take various forms such as a meshing type that engages mechanically or electromagnetically, or a frictional type that makes physical, mechanical, electrical, or electromagnetic contact, and a hydraulic drive mechanism or electromagnetic drive that drives them. It can be selected by connecting means as a concept that can appropriately include various drive devices that can have various drive mechanisms such as a mechanism or an electric drive mechanism. In other words, the connecting means can connect the first and second motor generators to the output member, respectively. That is, in the hybrid drive device according to the present invention, the state in which the first motor generator and the output member are connected, the state in which the second motor generator and the output member are connected, the first and second motors. It is possible to realize four types of power transmission modes in a state in which the generator and the output member are connected to each other and in a state in which any motor generator is disconnected from the output member.

  On the other hand, the hybrid drive device according to the present invention includes, for example, a transmission unit having a plurality of shift stages including a plurality of gears, gear pairs, a gear mechanism, a gear unit, a gear device, or the like as a preferred embodiment. A plurality of shift speeds are provided between the first motor generator and the output member (hereinafter referred to as “first power transmission path” as appropriate), and between the second motor generator and the output member. Installed in at least one of the power transmission paths between them (hereinafter referred to as “second power transmission path” as appropriate). The connecting means described above is configured to be able to selectively connect one of the plurality of shift speeds and the output member, and a predetermined drive mode is realized by the connected shift speed. It has become.

  In the hybrid drive device according to the present invention, in accordance with the drive mode defined by the connected shift speed, power transmission between the motor generator corresponding to the power transmission path provided with the shift speed and the output member (input / output of power) ) Is performed. Note that the change in the gear ratio caused by the plurality of shift speeds may be stepwise (stepped), theoretically, substantially or practically continuous (stepless), It is not necessarily realized by the gear device as described above. Therefore, the transmission means may be, for example, a belt type or toroidal type CVT (Continuously Variable Transmission) composed of a pulley, a belt, or the like.

  In this drive mode, for example, the energy consumption efficiency in a hybrid vehicle (hereinafter, simply referred to as “hybrid vehicle” unless otherwise specified) in which the hybrid drive device according to the present invention is mounted as a preferred embodiment is theoretically substantial. Power transmission loss in a hybrid drive device according to the present invention is theoretically, substantially or practically minimal, so that it is maximum or practically maximum, or within a practically acceptable range. Or selected so as to be within a range where there is no problem in practice. At this time, the motor generator connected to the output member (or the rotating element of the power distribution means coupled thereto) is connected to the output of the hybrid drive device regardless of whether or not the shift stage is interposed in the power transmission path. Motor generators that are not connected to the output member as elements (or rotating elements of the power distribution means connected thereto) can function as reaction force elements of the hybrid drive device. In this case, for example, a kind of CVT function is realized in which the rotational speed of the internal combustion engine is continuously controlled in a stepless manner over a wide range via, for example, the rotational speed control of a motor generator that functions as a reaction force element. In addition, when any motor generator (or rotating element corresponding to each motor generator) is connected to the output member, the operating state of each motor generator is uniquely defined according to the traveling conditions of the hybrid vehicle. The operating state of the engine is also uniquely defined. That is, a fixed speed change function is realized.

  Here, in particular, the hybrid drive device includes at least one of the first and second electric motors as a driving force supply source for the output member, and includes a speed change means at least at a part of the power transmission path, and the connection means. In view of the fact that the transmission mode of the driving force can be appropriately changed through the selection of the gear position by the action of the above, failure, malfunction, etc. occurring in the hybrid drive device have various causes. Therefore, if appropriate measures are not taken depending on the content of the failure or malfunction, a decrease in power transmission efficiency, a decrease in power performance, a decrease in drivability, or a decrease in energy consumption efficiency in the hybrid drive device will occur. It may become obvious as a problem.

  Therefore, according to the hybrid drive device of the present invention, during the operation, for example, various processing units such as an ECU (Electronic Control Unit), various controllers or various computer systems such as a microcomputer device may be employed. Whether or not the target part is in an abnormal state is determined by one determination unit.

  Here, the “target part” is a part that is defined as an object that can affect the travel of the hybrid vehicle (as a preferred form, the transmission of the driving force to the axle (or driving wheel)) in the hybrid drive device. This is a comprehensive concept, and as a preferred embodiment, includes an internal combustion engine, a first motor generator, a second motor generator, a transmission means, a connection means, and the like. In addition, the “abnormal state” to be determined for the target part is at least practically in the traveling of the hybrid vehicle with respect to the normal state in which the influence on the traveling of the hybrid vehicle is not manifested at least in practice. A concept that includes, for example, a physical, mechanical, mechanical, or electrical state that is far enough to make a decision to cause a failure that cannot be overlooked. Or in a permanent state, and may be in a hardware state or a software state, for example. In other words, when the target part is in an abnormal state, a part of the driving force transmission function in the hybrid drive device, regardless of its size, has some influence. Accordingly, it is difficult for the hybrid vehicle to travel at least as normal as it is in practice, and it becomes necessary to retreat the hybrid vehicle somewhat apart from its scale.

  Therefore, the hybrid drive device according to the present invention is provided with connection control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, and determines that the target part is in an abnormal state. In such a case, the connecting means is controlled so that a predetermined retreat travel is possible in the hybrid vehicle.

  Here, the “predetermined retreat travel” is theoretically substantially realizable by the current hybrid drive device that is defined based on the target part in the abnormal state and the content of the abnormal state as appropriate. Or in reality the most efficient or as efficient as possible (in this case, the efficiency refers to various indicators such as power transmission efficiency, power transmission loss, energy consumption efficiency, or fuel consumption efficiency of an internal combustion engine). Refers to travel). In the hybrid drive device, the means for transmitting the driving force to the output member is a connection means. For example, when the motor generator is in an abnormal state, the internal combustion engine is substantially controlled by the above-described fixed speed change function when the connection means is controlled. It is also possible to travel directly connected to the output member, or to perform shift control while avoiding the shift stage when, for example, a part of the shift stage of the transmission means is in an abnormal state. Alternatively, even if the connecting means itself is in an abnormal state, the hybrid drive device can be used depending on the content of the abnormal state, for example, whether it is a failure when connecting the gear to the output member or a failure when disconnecting. The transmission mode of the driving force in the whole can be determined. In other words, according to the hybrid drive device of the present invention, it is possible to suitably retreat the hybrid vehicle when any abnormality occurs in the hybrid drive device.

  In one aspect of the hybrid drive device according to the present invention, the speed change means includes the plurality of speed stages installed in a first power transmission path between the first motor generator and the output member. A first transmission, and a second transmission having the plurality of shift stages installed in a second power transmission path between the second motor generator and the output member, and the connection means Is configured such that the output member and the plurality of shift stages can be selectively connected to each of the first and second transmissions.

  According to this aspect, the speed change means includes the first and second transmissions each having a plurality of shift speeds in the first power transmission path and the second power transmission path. As a preferred embodiment, the connecting means includes, for example, a plurality of engagement elements corresponding to each of the plurality of transmissions, and each of the first and second transmissions including the plurality of shift speeds is provided. The output member and the plurality of shift stages can be selectively connected. The gear ratios of the gear positions in the first and second transmissions are different from each other as a preferred form. For example, the first, second, third, There may be four speeds of four speeds, one transmission may include first and third speeds, and the other transmission may include second and fourth speeds.

  According to this aspect, the power transmission path for the output member is appropriately selected by the action of the connecting means, and the transmission gear ratio corresponding to the selected power transmission path is appropriately selected, and a combination thereof is obtained. A plurality of drive modes that define the power transmission mode of the hybrid drive device are realized. More specifically, for example, if there are the above-described four types of gears as the gears of the transmission, and each transmission is responsible for two types of gears, the drive modes that the hybrid drive device can take are Corresponds to the state in which the first and second gears are selected at the same time in the four drive modes having the CVT function described above, in which only one of the first to fourth gears is selected. Drive mode (hereinafter referred to as “first speed + second speed” as appropriate), a drive mode corresponding to a state in which the first and fourth gear stages are selected simultaneously (also “first speed + fourth speed”), 3 Corresponds to the drive mode corresponding to the state in which the gears of the 2nd and 2nd gears are selected at the same time (similarly, “2nd gear + 3rd gear”) and the state in which the 3rd and 4th gears are simultaneously selected. Drive mode (same as “3rd speed +4 ") Was added, it can be a total of eight different modes of operation.

  As described above, when the transmission means is configured by the transmissions provided in the first and second power transmission paths, for example, the internal combustion engine and the first motor generator according to the traveling condition of the hybrid vehicle at that time. And optimizing the operating point of the second motor generator (including, for example, a combination of torque and engine rotation speed in an internal combustion engine and a combination of rotation speed and torque in a motor generator, etc.) The engine fuel consumption rate is theoretically, substantially or practically minimized, or the energy consumption efficiency (or power transmission loss) in the hybrid drive is theoretically, substantially or practically maximized ( Or (minimum)) and is preferable.

  On the other hand, by complicating the physical, mechanical, mechanical, or electrical configuration of the hybrid drive device in this way, the number of places that can inevitably become abnormal is increased, and abnormal conditions are left unattended. Practical problems due to are easily manifested. That is, in the aspect in which the transmission is provided in each of the plurality of power transmission paths as described above, it is possible to appropriately retreat the hybrid vehicle according to the content, nature, type, frequency, scale, etc. of the abnormal state. The practical benefits of the present invention can be enjoyed to the maximum.

  In another aspect of the hybrid drive device according to the present invention, the first determining means determines whether or not the first and second motor generators are in the abnormal state as the target portion.

  The first and second motor generators are one of the main driving force sources in the hybrid drive device, and are elements that greatly affect the transmission of the drive force in the hybrid drive device when in an abnormal state. Therefore, the preferred retreat travel in the hybrid vehicle is realized by controlling the connecting means based on whether or not the first and second motor generators are in an abnormal state.

  In one aspect of the hybrid drive device according to the present invention in which the presence or absence of an abnormal state in the first and second motor generators is determined, one of the first and second motor generators is in the abnormal state. A determination means for determining the content of the retreat travel based on a travel condition of the hybrid vehicle, and the connection control means performs the retreat travel according to the determined content. The connecting means is controlled so as to be possible.

  According to this aspect, when one of the first and second motor generators is in an abnormal state, for example, it is possible to adopt various processing units such as an ECU, various controllers, various computer systems such as a microcomputer device, etc. By means, for example, the content of the retreat travel is determined based on the travel conditions of the hybrid vehicle including the vehicle speed, the required driving force, and the like as a suitable form, and the retreat travel according to the determined content is realized. Therefore, suitable retreat travel in the hybrid vehicle is realized.

  At this time, the mode of determining the content of the retreat travel is not limited as long as it is made based on the travel conditions of the hybrid vehicle. For example, when the content of the retreat travel is determined, the allocation or driving of the driving force source has already been performed. The driving force supply mode in the hybrid drive device based on the assumption that the target part is not in an abnormal state, such as force distribution (for example, using only the driving force of the internal combustion engine or the driving force of the internal combustion engine and the motor generator) For example, based on driving conditions of the hybrid vehicle, the supply mode is maintained as much as possible. The content of the evacuation travel may be determined as described. In addition, the content of the evacuation travel may be determined, the travel conditions may be referred to, and the supply mode may be determined. In this case, based on experimental, empirical, theoretical or simulation in advance, for example, the energy consumption efficiency in the hybrid vehicle is theoretically, substantially or practically, or the power transmission in the hybrid drive device, for example. Appropriate through a decision process based on an algorithm etc. that is given so that the loss is theoretically, substantially or practically minimized, or from a map that is constructed in advance under various conditions. The content of the evacuation travel may be determined through a process of selectively determining the content.

  In one aspect of the hybrid drive device according to the present invention including a determination unit, the connection control unit determines that the hybrid vehicle should be driven only by the driving force of the internal combustion engine as the content of the retreat travel. In addition, the connecting means is controlled so that the first and second motor generators are connected to the output member.

  According to this aspect, for example, in a situation where it is determined in advance that the hybrid vehicle should be driven only by the driving force of the internal combustion engine, or at that time, it is determined that the hybrid vehicle should be driven only by the driving force of the internal combustion engine. In this case, the first and second motor generators are connected to the output members, respectively. Therefore, in this case, the first and second motor generators do not function as a reaction force element or an output element, respectively, and the driving force source in the hybrid drive device is substantially only the internal combustion engine, The retreat travel can be suitably performed only by the driving force of the internal combustion engine.

  At this time, the shift speed selection mode in the speed change means (that is, the drive mode selection mode in the hybrid drive device), in other words, the hybrid drive that is the ratio of the engine rotation speed of the internal combustion engine as the input element and the rotation speed of the output member. The gear ratio of the device is not limited as long as both motor generators can be connected to the output member, but as a preferred form, the fuel consumption rate of the internal combustion engine is improved as much as possible. Thus, for example, it may be determined as a result of numerical operation or logical operation based on an appropriate algorithm each time, or by selecting an appropriate one from a map stored in an appropriate storage means.

  In another aspect of the hybrid drive device according to the present invention including a determination unit, the connection control unit disconnects the one from the output member when it is determined that power regeneration should be performed as the content of the retreat travel. And the connecting means is controlled so that the other corresponding to the one is connected to the output member.

  According to this aspect, for example, in a situation where it is determined in advance that power regeneration should be performed by one of the motor generators, or when it is determined that power regeneration should be performed at that time, at that time Whatever state each motor generator is connected to the output member, one motor generator in an abnormal state is disconnected from the output member, and the other motor generator in a normal state is connected to the output member. The In this case, the gear ratio of the hybrid drive device can be controlled steplessly by the CVT function. However, in view of the fact that the motor generator that should be a reaction force element is in an abnormal state, the internal combustion engine substantially idles. In other words, there is a high possibility that the drive power source does not function normally. However, in view of the fact that the determination that power regeneration should be performed is made by the determining means (that is, in this case, the hybrid vehicle is mainly in the deceleration period), there is no problem that cannot be overlooked in practice. On the other hand, it is preferable because power regeneration itself can be performed reliably.

  At this time, the shift speed selection mode in the speed change means (that is, the drive mode selection mode in the hybrid drive device), in other words, the hybrid drive that is the ratio of the engine rotation speed of the internal combustion engine as the input element and the rotation speed of the output member. The gear ratio of the device is not limited in any way as long as only the other motor generator is connected to the output member, but as a preferred embodiment, the regenerative power amount is improved as much as possible. Thus, for example, it may be determined each time as a result of a numerical operation or a logical operation based on an appropriate algorithm, or by selecting an appropriate one from a map stored in an appropriate storage means.

  In another aspect of the hybrid drive device according to the present invention including a determining means, the hybrid drive device is arranged between the internal combustion engine and the first rotating element, between the first motor generator and the second rotation. Between the elements and between the second motor generator and the third rotating element, and is provided with a blocking means capable of blocking power transmission in the one, and the hybrid as the content of the retreat travel A shut-off control means for controlling the shut-off means so that the power transmission in the one is shut off when it is determined that the vehicle should travel without using the driving force of the internal combustion engine; When it is determined that the hybrid vehicle should travel without using the driving force of the internal combustion engine as the content of the retreat travel, the connection control means determines whether the one is the output member. Detached, and said the other corresponding to one controls the connection means to be connected to the output member.

  According to this aspect, the hybrid drive device includes, for example, a clutch device or a brake device and various engagement devices as concepts that can appropriately include a hydraulic drive type, an electromagnetic drive type, or an electronic control type drive device that drives them. There is a blocking means that can take the form. At this time, whether the shut-off means is provided between the internal combustion engine and the first rotating element, whether it is provided between the first motor generator and the second rotating element, or the second Whether the power generator is provided between the motor generator and the third rotating element, the power transmission is cut off by the shut-off means in view of the fact that the rotating elements in the power distribution means perform differential transmission with each other. In this state, the supply of driving force from the internal combustion engine that does not have a direct power transmission path to the output member is cut off.

  Here, according to this aspect, for example, there are provided shut-off control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, for example, without using the driving force of the internal combustion engine in advance. In the situation where it is determined that the hybrid vehicle should be driven, or when it is determined that the hybrid vehicle should be driven without using the driving force of the internal combustion engine at that time, the driving force from the internal combustion engine Transmission is interrupted. Therefore, in this case, by stopping the engine operation of the internal combustion engine and driving the hybrid vehicle using the other one of the first and second motor generators in the normal state as a driving force source, the internal combustion engine is driven to rotate. It is possible to suppress the occurrence of friction loss. That is, the hybrid vehicle can be efficiently EV traveled.

  At this time, the shift speed selection mode in the speed change means (that is, the drive mode selection mode in the hybrid drive device), in other words, the hybrid drive that is the ratio of the engine speed of the internal combustion engine as the input element and the speed of the output member. The gear ratio of the device is not limited at all as long as the other motor generator can be connected to the output member, but as a preferred form, the other is a region where the other is as efficient as possible. For example, it may be determined as a result of a numerical operation or a logical operation based on an appropriate algorithm each time, or by selecting an appropriate one from a map stored in an appropriate storage unit.

  In another aspect of the hybrid drive device according to the present invention including a determining unit, the connection control unit may be configured such that when the internal combustion engine is started in a retreat according to the determined content, the one of the output members is the output member. And the connecting means is controlled so that the other one corresponding to the other is connected to the internal combustion engine.

  According to this aspect, for example, in a situation where it is determined in advance that the internal combustion engine should be started by any one of the motor generators, or when it is determined that the internal combustion engine should be started at that time, the Whatever connection state each motor generator has to the output member at the time, one motor generator in an abnormal state is connected to the output member, and the other motor generator in the normal state is connected from the output member. Disconnected. In this case, the gear ratio of the hybrid drive device can be controlled steplessly by the CVT function. However, in view of the fact that the motor generator to be an output element is in an abnormal state, the drive force output from the hybrid drive device May temporarily lack the required driving force. However, in this case, since the internal combustion engine can be reliably started regardless of which motor generator is originally set to start, generally, the hybrid vehicle is retracted. The performance can be improved.

  In another aspect of the hybrid drive device according to the present invention in which the presence or absence of an abnormal state in the first and second motor generators is determined, the connection control means includes the first and second motor generators, respectively. When it is determined that there is an abnormal state, the connection means is controlled so that the first and second motor generators are connected to the output member.

  According to this aspect, when both motor generators are in an abnormal state, the hybrid vehicle can be at least reliably retracted using the driving force of the internal combustion engine, which is preferable.

  In another aspect of the hybrid drive device according to the present invention, the first determination unit determines whether or not the connection unit is in the abnormal state as the target portion.

  The connection means is a part that controls transmission of the driving force in the hybrid drive device, and is an element that greatly affects the transmission of the drive force in the hybrid drive device when in an abnormal state. Accordingly, by controlling the connection means based on whether or not the connection means is in an abnormal state, a suitable retreat travel in the hybrid vehicle is realized.

  In one aspect of the hybrid drive device according to the present invention in which an abnormality of the connection means is determined, a specifying means for specifying the usable drive mode when the connection means is determined to be in the abnormal state. In addition.

  According to this aspect, for example, it is provided with specific means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, and the connection means is in an abnormal state. Usable drive modes are specified based on the nature or frequency, the location where an abnormality has occurred, or the like. Therefore, when retreating the hybrid vehicle, it is possible to achieve reliable retreat using a drive mode that can operate normally.

  In one aspect of the hybrid drive device according to the present invention including specifying means, the hybrid drive device further includes setting means for setting a fail-safe shift line for protecting the hybrid drive device based on the specified drive mode, The connection control means controls the connection means according to the set fail-safe shift line.

  According to this aspect, for example, there is provided setting means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, and the fail-safe shift line based on the specified usable drive mode. Is set. When the connection means is in an abnormal state, the drive modes that can be used are somewhat limited, so that the driving conditions of the hybrid vehicle to be covered by one drive mode are relatively expanded. At this time, the drive mode switching time tends to be relatively longer than the drive mode switching time (that is, the shift time) according to the normal shift line. For this reason, the energy consumption efficiency (for example, the fuel consumption rate of the internal combustion engine) or the drivability during the switching period of the drive mode may be deteriorated.

  The “fail-safe shift line” described here is to suppress the deterioration of energy consumption efficiency and drivability to the extent that it does not actually become practical when the usable drive modes are limited. It is a concept that encompasses a shift line that can be obtained or suppressed as much as possible (that is, a characteristic line that defines the relationship between the shift stage to be selected (drive mode) and the traveling conditions of the hybrid vehicle), and the setting means includes: For example, the fail-safe shift line is set in accordance with various algorithms given in advance so as to enable switching of the drive mode based on experiments, experience, theory or simulation.

  Also, at this time, at least a part of the internal combustion engine and the first and second motor generators reveals their physical, mechanical, mechanical or electrical limitations, and at least practical problems. Limits may be appropriately added to the fail-safe shift line so as not to exceed the extent. When the restriction is given in this way, at the time of executing the retreat travel, at least part of the internal combustion engine and the first and second motor generators, preferably all of them are physically, mechanically, mechanically Therefore, it is possible to prevent the hybrid vehicle from retreating while protecting the hybrid drive device while preventing a situation in which the vehicle operates beyond the mechanical or electrical limit or the control limit.

  In another aspect of the hybrid drive device according to the present invention including the specifying means, whether or not the drive mode specified as unusable after the usable drive mode is specified is truly unusable. And a second discriminating unit for discriminating whether the usable driving mode is usable when the driving mode identified as unusable is judged to be usable. To do.

  According to this aspect, for example, the second determining means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device is provided, and it has been determined that it cannot be used at least once. It is determined whether or not the drive mode (a drive mode other than the drive mode specified to be usable) is truly unusable (or whether it has been restored to a normal state over time). At this time, when it is determined that a drive mode that has been unavailable in the past can be used by such a retry, referenceable information such as a flag regarding the usable drive mode is updated. Etc., the usable drive mode is updated. In the hybrid drive device, the connection means has a physical or mechanical abnormality (for example, malfunction due to damage), in other words, an abnormality related to transmission / reception of a control signal other than a hardware abnormality or a control program. Software abnormality such as abnormality may occur. For example, such a software abnormality may be temporary and may return to a normal state over time. Accordingly, the drive modes that can be used for the retreat travel are more efficiently obtained by updating the usable drive modes at a constant cycle or an indefinite cycle in which some conditions are satisfied. In addition, it is possible to specify with high accuracy and to achieve more efficient and effective retreat travel.

  In another aspect of the hybrid drive device according to the present invention, the hybrid drive device further includes notification means for notifying that the target portion is in an abnormal state.

  According to this aspect, the notification means for notifying that the target part is in an abnormal state is provided with various aspects such as a physical signal and an electric signal, so that the driver who drives the hybrid vehicle is encouraged to perform the retreat travel. This makes it possible to retreat the hybrid vehicle more safely and efficiently. In this case, the hybrid vehicle is preferably provided with visual information display means such as indicators using various display devices and audio information display means as means for directly notifying the driver of the abnormality of the target part. The notification means according to the present invention may supply various control signals for prompting these various display means to display notification information.

  In another aspect of the hybrid drive device according to the present invention, the power distribution means includes a sun gear and a ring gear arranged coaxially, a first pinion gear meshing with the sun gear, the first pinion gear and the ring. A planetary gear mechanism having a second pinion gear meshing with a gear and a carrier supporting the first pinion gear and the second pinion gear, wherein the first rotating element is the ring gear; The rotating element is the sun gear, the third rotating element is the carrier, and the speed change means includes a first power transmission path between the first motor generator and the output member, and the first gear. Each of the second power transmission path between the motor generator and the output member has the plurality of shift speeds, and each of the plurality of shift speeds in the first power transmission path has the sun gear. A drive gear coupled to the drive gear and a driven gear that meshes with the drive gear and that can rotate relative to the output member, and each of the plurality of shift stages in the second power transmission path is coupled to the carrier. A drive gear and a driven gear that meshes with the drive gear and is rotatable relative to the output member; and the connection means selectively connects the driven gear in the first power transmission path to the output member. And a second clutch mechanism capable of selectively connecting a driven gear in the second power transmission path to the output member.

  According to this aspect, the power distribution means includes the planetary gear mechanism, and the ring gear, the sun gear, and the carrier are respectively the first rotating element (that is, the rotating element to which the internal combustion engine is connected), the second rotating element ( That is, the structure corresponding to the rotation element to which the first motor generator is coupled) and the third rotation element (that is, the second motor generator) is adopted. Each of the first and second power transmission paths is provided with a plurality of shift speeds (that is, as a preferred embodiment, the first and second transmissions described above), and each of the shift speeds is a drive gear. And a driven gear. In addition, the output member, the driven gear that can rotate relative to the output member, and the output member are selectively connected by the first and second clutch mechanisms. Therefore, according to this aspect, it is possible to accurately select the drive mode while increasing the choices of the drive mode that the hybrid drive apparatus can take. That is, it becomes possible to improve the retreat traveling performance of the hybrid vehicle.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

<Embodiment of the Invention>
Various preferred embodiments of the present invention will be described below with reference to the drawings.
<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the hybrid vehicle 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 10.

  In FIG. 1, a hybrid vehicle 10 includes an ECU 100, a hybrid drive mechanism 10 </ b> A, a speed reduction mechanism 11, a PCU (Power Control Unit) 12, a battery 13, a vehicle speed sensor 14, and an accelerator opening sensor 15. It is an example of a “vehicle”.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM, and the like, and is configured to be able to control the entire operation of the hybrid vehicle 10. It is an example of “1 discriminating means”, “connection control means”, “decision means” and “shut-off control means”. The ECU 100 is configured to function as an example of the “hybrid drive device” according to the present invention together with the hybrid drive mechanism 10A. Moreover, ECU100 is comprised so that various control mentioned later according to the control program stored in ROM can be performed. Note that the ECU 100 is an integrated electronic control unit configured to function as an example of each of the above-described units according to the present invention, and all operations related to these units are configured to be executed by the ECU 100. ing. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The hybrid drive mechanism 10 </ b> A is a power unit that functions as a power train of the hybrid vehicle 10. The hybrid drive mechanism 10 </ b> A is configured so as to function as an example of the “hybrid drive device” according to the present invention together with the ECU 100. The detailed configuration of the hybrid drive mechanism 10A will be described later.

  The speed reduction mechanism 11 is parallel to a later-described counter shaft 700 (that is, an example of an “output member” according to the present invention) that is a power output shaft of the hybrid drive mechanism 10A, and is connected to the counter shaft 700. Is a reduction gear including a differential gear that is rotatably connected to a ring gear 17 that meshes with the gear. The speed reduction mechanism 11 is connected to drive shafts SFL and SFR (that is, an example of the “axle” according to the present invention) connected to the left front wheel FL and the right front wheel FR, which are drive wheels of the hybrid vehicle 10, respectively.

  The PCU 12 converts the DC power extracted from the battery 13 into AC power and supplies it to motor generators MG1 and MG2, which will be described later. The PCU 12 also converts AC power generated by the motor generators MG1 and MG2 into DC power to be supplied to the battery 13. Including an inverter configured to be able to supply power, and input / output of power between the battery 13 and each motor generator, or input / output of power between the motor generators (that is, in this case, the battery 13 This is a control unit configured to be able to control power transmission / reception between motor generators without intervention. The PCU 12 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 13 is a rechargeable storage battery configured to be able to function as a power supply source related to power for powering the motor generators MG1 and MG2.

  The vehicle speed sensor 14 is a sensor configured to be able to detect the vehicle speed V of the hybrid vehicle 10. The vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed V is grasped by the ECU 100 at a constant or indefinite period.

  The accelerator opening sensor 15 is a sensor configured to be able to detect an operation amount (that is, accelerator opening) of an accelerator pedal (not shown) of the hybrid vehicle 10. The accelerator opening sensor 15 is electrically connected to the ECU 100, and the detected accelerator opening Acc is grasped by the ECU 100 at a constant or indefinite period.

  Next, a detailed configuration of the hybrid drive mechanism 10A will be described with reference to FIG. FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive mechanism 10A. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the hybrid drive mechanism 10A includes an engine 200, a power split mechanism 300, a motor generator MG1 (hereinafter appropriately referred to as “MG1”), a motor generator MG2 (hereinafter appropriately referred to as “MG2”), a first A transmission 400, a second transmission 500, a power transmission cutoff clutch 600, and a counter shaft 700 are provided.

  The engine 200 is a gasoline engine which is an example of the “internal combustion engine” according to the present invention, and is configured to function as a main power source of the hybrid vehicle 10. Here, the detailed configuration of the engine 200 will be described with reference to FIG. FIG. 3 is a schematic diagram of the engine 200. In the figure, the same reference numerals are given to the same portions as those in FIGS. 1 and 2, and the description thereof is omitted as appropriate. The “internal combustion engine” in the present invention includes, for example, a 2-cycle or 4-cycle reciprocating engine, and has at least one cylinder, and various fuels such as gasoline, light oil, alcohol, etc. in the combustion chamber inside the cylinder. This is a concept encompassing an engine configured to be able to take out the explosive force generated when the air-fuel mixture containing is burned as power through appropriate power transmission means such as a piston, a connecting rod, and a crankshaft. As long as the concept is satisfied, the configuration of the internal combustion engine according to the present invention is not limited to that of the engine 200 and may have various aspects.

  In FIG. 3, the engine 200 burns the air-fuel mixture through an ignition operation by an ignition device 202 in which a part of a spark plug (not shown) is exposed in a combustion chamber in a cylinder 201, and the explosive force due to such combustion. The reciprocating motion of the piston 203 that occurs in response to the above is converted into the rotational motion of the crankshaft 205 (that is, an example of the “engine output shaft” according to the present invention) via the connecting rod 204. Yes.

  In the vicinity of the crankshaft 205, a crank position sensor 206 for detecting the rotational position (ie, crank angle) of the crankshaft 205 is installed. The crank position sensor 206 is electrically connected to the ECU 100 (not shown), and the ECU 100 calculates the engine speed NE of the engine 200 based on the crank angle signal output from the crank position sensor 206. It is the composition which becomes.

  The engine 200 is an in-line four-cylinder engine in which four cylinders 201 are arranged in series in a direction perpendicular to the paper surface. However, since the configurations of the individual cylinders 201 are equal to each other, in FIG. Only the cylinder 201 will be described. Further, the number of cylinders and the arrangement form of each cylinder in the internal combustion engine according to the present invention are not limited to those of the engine 200 as long as the above-described concept is satisfied, and may take various forms, for example, 6 cylinders, 8 cylinders or 12 cylinders. It may be a cylinder engine, V-type, horizontally opposed type, or the like.

  In the engine 200, air sucked from the outside passes through the intake pipe 207 and is guided into the cylinder 201 through the intake port 210 when the intake valve 211 is opened. On the other hand, the fuel injection valve of the injector 212 is exposed at the intake port 210, so that fuel can be injected into the intake port 210. The fuel injected from the injector 212 is mixed with the intake air before and after the opening timing of the intake valve 211 to become the above-described mixture.

  The fuel is stored in a fuel tank (not shown), and is supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown). The air-fuel mixture combusted inside the cylinder 201 becomes exhaust, and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with the opening and closing of the intake valve 211 is opened.

  On the other hand, on the upstream side of the intake port 210 in the intake pipe 207, a throttle valve 208 for adjusting the intake air amount related to the intake air guided through a cleaner (not shown) is disposed. The throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100. The ECU 100 basically controls the throttle valve motor 209 so as to obtain a throttle opening corresponding to an opening of an accelerator pedal (not shown) (hereinafter referred to as “accelerator opening” as appropriate) It is also possible to adjust the throttle opening degree without intervention of the driver's intention through the operation control of the valve motor 209. That is, the throttle valve 208 is configured as a kind of electronically controlled throttle valve.

  A three-way catalyst 216 is installed in the exhaust pipe 215. The three-way catalyst 216 is configured to be able to purify CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. The form of the catalytic device according to the present invention is not limited to such a three-way catalyst. For example, instead of or in addition to the three-way catalyst, various catalysts such as an NSR catalyst (NOx storage reduction catalyst) or an oxidation catalyst are used. May be installed.

  An air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200 is installed in the exhaust pipe 215. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing. The air-fuel ratio sensor 217 and the water temperature sensor 218 are electrically connected to the ECU 100, and the detected air-fuel ratio and cooling water temperature are grasped by the ECU 100 at a constant or indefinite detection cycle. .

  Returning to FIG. 2, the motor generator MG1 is a motor generator that is an example of a “first motor generator” according to the present invention, and has a power running function that converts electrical energy into kinetic energy, and converts kinetic energy into electrical energy. It has a configuration with a regenerative function. Motor generator MG2 is a motor generator that is an example of a “second motor generator” according to the present invention. Like motor generator MG1, motor generator MG2 converts a power running function to convert kinetic energy into kinetic energy, and converts kinetic energy into electrical energy. It has a configuration with a regenerative function to convert to. Motor generators MG1 and MG2 are configured as, for example, synchronous motor generators, and include, for example, a rotor having a plurality of permanent magnets on an outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. It may have, and may have other composition.

  The power split mechanism 300 is a power transmission mechanism as an example of “power distribution means” according to the present invention. The power split mechanism 300 includes a so-called double pinion planetary gear mechanism. That is, the power split mechanism 300 meshes with the sun gear 320 and the ring gear 310 that are arranged coaxially with each other, the second pinion gear 340 that meshes with the sun gear 320, and the second pinion gear 340 and the ring gear 310. It has a first pinion gear 330 and a carrier 350 that supports the first pinion gear 330 and the second pinion gear 340 so that they can rotate and integrally revolve.

  In the power split mechanism 300, the aforementioned crankshaft 205 of the engine 200 is connected to the ring gear 310, and the power from the engine 200 is transmitted to the ring gear 310. That is, the ring gear 310 is an example of the “first rotating element” according to the present invention. Carrier 350 is connected to a hollow input shaft 370 (that is equivalent to the output rotation shaft of MG2) connected to the rotor of motor generator MG2. That is, the carrier 350 is an example of the “third rotating element” according to the present invention. Further, the sun gear 320 is connected to an input shaft 360 accommodated in a hollow input shaft 370. This input shaft 360 is arranged coaxially with an output rotation shaft 380 connected to the rotor of motor generator MG1, and is integrated with output rotation shaft 380 when a power transmission cutoff clutch 600 described later is engaged. It is configured to rotate in the direction. Unless otherwise specified, in the following description, it is assumed that power transmission cutoff clutch 600 is engaged. Thus, the sun gear 320 is an example of the “second rotating element” according to the present invention.

  In such a configuration, in power split device 300, output torque of engine 200 (hereinafter, referred to as “engine torque” as appropriate) is input to ring gear 310 and counteracted by either motor generator MG1 or motor generator MG2. Force torque is handled. That is, when the ring gear 310 is an input element and the sun gear 320 and the motor generator MG1 are reaction force elements, the carrier 350 is an output element. Torque output from the carrier 350 is transmitted to the input shaft 370. On the other hand, when ring gear 310 is an input element and motor generator MG2 and carrier 350 are reaction force elements, sun gear 320 is an output element. The torque output from the sun gear 320 is transmitted to the input shaft 360 and the output rotation shaft 380.

  The counter shaft 700 is disposed in parallel with the input shaft 360, the input shaft 370, and the output rotation shaft 380, and is rotatable about an axis parallel to the rotation axes of the input shaft 360, the input shaft 370, and the output rotation shaft 380. It is a rotating shaft which is an example of the "output member" concerning an invention. As described above, the counter shaft 700 is configured to be capable of rotating through the final pinion gear 16, the ring gear 17, and the speed reduction mechanism 11 while maintaining a unique relationship with the rotation of each drive shaft.

  First transmission device 400 is provided between counter shaft 700 and output rotation shaft 380 of motor generator MG1 (ie, equivalent to input shaft 360 if power transmission cutoff clutch 600 is engaged). It is a transmission as an example of the “first transmission” according to the invention. The first speed change device 400 is configured to be able to change the speed ratio as the rotational speed ratio between the output rotation shaft 380 and the counter shaft 700 in a plurality of stages.

  The first transmission 400 includes a second speed gear 410 and a fourth speed gear 420, each of which corresponds to an example of a “shift stage” according to the present invention. The second speed gear 410 includes a second speed drive gear 411 and a second speed driven gear 412 that are meshed with each other. The 4-speed gear 420 includes a 4-speed drive gear 421 and a 4-speed driven gear 422 that mesh with each other. The second-speed drive gear 411 and the fourth-speed drive gear 421 are connected to the output rotation shaft 380 so as to rotate integrally with the output rotation shaft 380. The second-speed driven gear 412 and the fourth-speed driven gear 422 are The counter shaft 700 is attached to be rotatable relative to the counter shaft 700.

  The second transmission device 500 is a transmission device that is provided between the counter shaft 700 and the input shaft 370 and is an example of the “second transmission” according to the present invention. The second transmission device 500 is configured to be able to change the gear ratio as the rotation speed ratio between the output rotation shaft 370 and the counter shaft 700 in a plurality of stages.

  The second transmission 500 includes a first speed gear 510 and a third speed gear 520, each of which corresponds to another example of the “speed stage” according to the present invention. The first-speed gear 510 includes a first-speed drive gear 511 and a first-speed driven gear 512 that are meshed with each other. The 3rd speed gear 520 includes a 3rd speed driving gear 521 and a 3rd speed driven gear 522 which are meshed with each other. The first-speed drive gear 511 and the third-speed drive gear 521 are coupled to the output rotation shaft 380 so as to rotate integrally with the output rotation shaft 370, and the first-speed driven gear 512 and the third-speed driven gear 522 are The counter shaft 700 is attached to be rotatable relative to the counter shaft 700.

  As described above, in the hybrid drive mechanism 10A, the first transmission device 400 and the second transmission device 500 constitute an example of the “transmission unit” according to the present invention. Further, the speed ratio between the output rotation shaft 380 (that is, equivalent to the input shaft 360 if the power transmission cutoff clutch 600 is engaged) and the counter shaft 700 is the second speed gear 410 is the fourth speed gear 420. The first speed gear 510 is larger than the third speed gear 520 in the transmission ratio between the input shaft 370 and the counter shaft 700. Further, the gear ratio related to the first gear is larger than the gear ratio related to the second gear, and the gear ratio related to the third gear is configured to be larger than the gear ratio related to the fourth gear.

  Power transmission between the first transmission device 400 and the counter shaft 700 is controlled by a first clutch mechanism 430 (that is, an example of the “connecting means” according to the present invention) configured as a part of the first transmission device 400. Is done. The first clutch mechanism 430 connects either the second-speed driven gear 412 or the fourth-speed driven gear 422 to the countershaft 700 so that power can be transmitted, and the second-speed driven gear 412 and the fourth-speed driven gear. This is a meshing type dog clutch mechanism configured such that both of the motors 422 can be kept incapable of transmitting power to the counter shaft 700 (that is, not connected to the counter shaft 700). The first clutch mechanism 430 may be provided separately from the first transmission device 400.

  More specifically, the first clutch mechanism 430 includes a second-speed clutch plate 432 connected to the second-speed driven gear 412, a fourth-speed clutch plate 433 connected to the fourth-speed driven gear 422, A main clutch plate 431 that can be engaged with the speed clutch plate 432 and the fourth speed clutch plate 433 is provided. The main clutch plate 431 and the second speed clutch plate 432 (that is, the second speed driven gear 412) are provided. Connected state (hereinafter referred to as “a state in which the 2nd gear is selected”, etc.), a state in which the main clutch plate 431 and the 4th speed clutch plate 433 (that is, the 4th speed driven gear 422) are connected. (Hereinafter referred to as “a state in which the 4th gear is selected”, etc.) and a state in which the main clutch plate 431 is not connected to any clutch plate (hereinafter, referred to as “a released state”, etc. as appropriate). To take It can be configured.

  In such a configuration, when the main clutch plate 431 is connected to one of the clutch plates, synchronous connection is performed. In the present embodiment, the main clutch plate 431 is configured to be driven by a hydraulic (or electric) actuator (not shown), and becomes a connection target in a state where the clutch plate to be connected is rotationally synchronized. A predetermined amount of stroke is made in the direction of the clutch plate. On the other hand, the first clutch mechanism 430 is a dog clutch mechanism, and when connected, the engaging protrusion formed on the connection target and the engaging protrusion formed on the main clutch plate 431 include: The protrusions and the depressions in the respective meshes so as to correspond to each other, and the connection is made. At this time, after meshing, torque is transmitted to the main clutch plate 431 through the clutch plate to be connected, and the connection is completed.

  The actuator that drives the main clutch plate 431 is configured to be controlled higher by the ECU 100. In this embodiment, the main clutch plate 431 is configured to stroke in the direction of one of the clutch plates. However, the main clutch plate 431 only needs to be relatively movable, and the clutch plate connected to each driven gear is the main. You may have the structure which strokes a predetermined amount to the direction of the clutch board 431. FIG.

  The power transmission between the second transmission device 500 and the counter shaft 700 is configured as a part of the second transmission device 500 and functions as an example of the “connecting means” according to the present invention together with the first clutch mechanism 430. The second clutch mechanism 530 is controlled. The second clutch mechanism 530 connects one of the first-speed driven gear 512 and the third-speed driven gear 522 to the countershaft 700 so as to be able to transmit power, and the first-speed driven gear 512 and the third-speed driven gear. This is a meshing type dog clutch mechanism that is configured to be able to keep both 522 incapable of transmitting power to the counter shaft 700 (that is, not connected to the counter shaft 700). Note that the second clutch mechanism 530 may be provided separately from the second transmission device 500.

  More specifically, the second clutch mechanism 530 includes a first-speed clutch plate 532 connected to the first-speed driven gear 512 and a third-speed clutch plate 533 connected to the third-speed driven gear 522, A main clutch plate 531 that can be engaged with the speed clutch plate 532 and the third speed clutch plate 533 is provided, and the main clutch plate 531 and the first speed clutch plate 532 (that is, the first speed driven gear 512) are provided. Connected state (hereinafter referred to as “a state in which the 1st speed gear is selected”, etc.), a state in which the main clutch plate 531 and the 3rd speed clutch plate 533 (that is, the 3rd speed driven gear 522) are connected. (Hereinafter referred to as “a state in which the 3rd gear is selected”, etc.) and a state where the main clutch plate 531 is not connected to any clutch plate (hereinafter, referred to as a “released state”, etc. as appropriate). To take It can be configured.

  In such a configuration, when the main clutch plate 531 is connected to one of the clutch plates, a synchronous connection is performed. In this embodiment, the main clutch plate 531 has a configuration driven by a hydraulic (or electric) actuator (not shown), and becomes a connection target in a state in which rotation synchronization with the connection target clutch plate is achieved. A predetermined amount of stroke is made in the direction of the clutch plate. On the other hand, the second clutch mechanism 530 is a dog clutch mechanism. At the time of connection, the engagement protrusion formed on the connection target and the engagement protrusion formed on the main clutch plate 531 are the same. The protrusions and the depressions in the respective meshes so as to correspond to each other, and the connection is made. At this time, after meshing, torque is transmitted to the main clutch plate 531 via the clutch plate to be connected, and the connection is completed.

  The actuator that drives the main clutch plate 531 is configured to be controlled higher by the ECU 100. In this embodiment, the main clutch plate 531 is configured to stroke in the direction of one of the clutch plates. However, the main clutch plate 531 only needs to be capable of relative movement, and the clutch plate connected to each driven gear is the main. You may have the structure which strokes a predetermined amount to the direction of the clutch board 531. FIG.

  The power transmission cutoff clutch 600 is a dog clutch mechanism that is an example of the “shut-off means” according to the present invention, and is configured to be able to control power transmission between the output rotation shaft 380 and the input shaft 360 of the motor generator MG1. is there. Similar to the first and second clutch mechanisms, the power transmission cutoff clutch 600 is configured to include two clutch plates that can mesh with each other, and the motor generator MG1 or the motor generator MG2 is connected to one clutch plate. It is configured to be used as an actuator to be driven, and has a configuration for performing the above-described synchronous connection using the driving force of the motor generator. The power transmission cutoff clutch 600 is configured to be able to take a binary state of a released state in which power transmission between these shafts is shut off and a fastening state in which power transmission between these shafts is possible. The power transmission cutoff clutch 600 is configured as a dog clutch mechanism, but is of course only an example, and may be configured as, for example, a friction engagement type engagement device.

<Operation of Embodiment>
<Details of drive mode and travel mode>
In the hybrid drive mechanism 10A, the travel mode of the hybrid vehicle 10 and the drive mode of the hybrid drive mechanism 10A can be appropriately switched by the action of the first transmission device 400, the second transmission device 500, and the power transmission cutoff clutch 600. . Here, with reference to FIG. 4, the details of the travel mode of the hybrid vehicle 10 and the drive mode of the hybrid drive mechanism 10A will be described. FIG. 4 is a table showing the correspondence between the operation state of the hybrid drive mechanism 10A and each drive mode.

  In FIG. 4, in hybrid drive mechanism 10 </ b> A, the drive mode can be selected by the action of the first and second clutch mechanisms, and the driving mode can be switched by the action of power transmission cutoff clutch 600.

  First, the drive mode will be described. In the hybrid drive mechanism 10A, a first speed mode ("first speed" shown) realized by connecting only the first speed gear 510 to the counter shaft 700, the first speed gear 510 and the second speed gear. 410 is connected to the countershaft 700 at the same time, the first speed + second speed mode (“1st speed + second speed” shown in the figure), and the second speed gear 410 is realized only by being connected to the countershaft 700. Speed mode ("2nd speed" shown in the figure), 2nd speed + 3rd speed mode ("2nd speed + 3rd speed" shown in the figure) realized by simultaneously connecting the 2nd speed gear 410 and the 3rd speed gear 520 to the counter shaft 700, 3rd speed mode ("3rd speed" shown in the figure) realized by connecting only the 3rd speed gear 520 to the counter shaft. The 3rd speed gear 520 and the 4th speed gear 420 are simultaneously connected to the counter shaft 700. 3rd speed + 4th speed mode (illustrated "3rd speed + 4th speed") realized by the 4th speed mode (illustrated "4th speed") realized by connecting only the 4th speed gear 420 to the counter shaft, In addition, eight drive modes of 1st speed + 4th speed mode (“1st speed + 4th speed” shown in the figure) realized by simultaneously connecting the first speed gear 510 and the fourth speed gear 420 to the counter shaft 700 can be realized. .

  On the other hand, when power transmission cutoff clutch 600 is in the engaged state, the traveling mode of hybrid vehicle 10 is that engine 200 alone or in addition to engine 200, motor generator MG1 and motor generator MG2 are used as the driving force source of hybrid vehicle 10. It is controlled to a hybrid mode to function (hereinafter referred to as “HV mode” as appropriate).

  Of the eight drive modes described above, the first transmission device 400 and the second transmission device 500 are all used for power transmission to the countershaft 700 in the state where the travel mode is controlled to the HV mode. In this drive mode, the motor generator MG1 and the motor generator MG2 are both connected to the counter shaft 700, and their rotational states are uniquely defined according to the traveling conditions of the hybrid vehicle 10. Therefore, in this state, each of these motor generators does not function as a reaction force element or an output element, and substantially only the engine 200 functions as a power source of the hybrid vehicle 10. The rotational state of the engine 200 is also unambiguous according to the traveling conditions of the hybrid vehicle 10, and the gear ratio of the hybrid drive mechanism 10A, which is the ratio between the engine rotational speed of the engine 200 and the rotational speed of the counter shaft 700, is The speed ratio is fixed to one according to the selected drive mode. The state in which the gear ratio of the hybrid drive mechanism 10A is fixed in this way is hereinafter referred to as “fixed transmission state” or the like as appropriate.

  In the HV mode, in the four types of drive modes in which one of the first transmission device 400 and the second transmission device 500 is provided for power transmission to the counter shaft 700, the first transmission device 400 contributes to power transmission. When the second transmission device 500 contributes to power transmission, the motor generator MG1 and the motor generator MG2 counteract each of the motor generator MG1 and the motor generator MG2. Force element and output element. In this case, the motor generator corresponding to the output element and the engine 200 serve as a driving force source, and the power distribution is controlled cooperatively so that the energy consumption efficiency of the hybrid vehicle 10 is as high as possible. Further, in this case, the rotational speed of the motor generator, which is a reaction force element, can be continuously and continuously controlled within the range where the rotational speed of the engine 200 can be physically, mechanically, mechanically, or electrically. , CVT function is realized. The state in which the gear ratio of the hybrid drive mechanism 10A is controlled in a stepless manner will be hereinafter referred to as “a continuously variable transmission state” or the like as appropriate.

  On the other hand, when power transmission cutoff clutch 600 is in the released state, the driving force of engine 200 that is indirectly coupled to counter shaft 700 via power split mechanism 300 is not transmitted to counter shaft 700, and engine 200 operates. Regardless of whether or not the engine 200 is in the state, engine 200 is not used as a driving force source of hybrid vehicle 10. That is, the travel mode of the hybrid vehicle 10 is controlled to the EV mode, and the hybrid vehicle 10 travels using at least one motor generator as a driving force source. If the engine 200 is stopped (driving force generation as an internal combustion engine is stopped), the hybrid vehicle 10 does not necessarily travel EV except when coasting is performed, and the power transmission cutoff clutch 600 is not necessarily required. However, in this case, the engine 200 is merely a load that causes friction loss, and the power transmission cutoff clutch 600 is used for the purpose of improving the energy consumption efficiency of the hybrid vehicle 10. Controlled to release in mode.

  Even in this EV mode, the hybrid drive mechanism 10A can realize the above-described eight types of drive modes. However, when the EV traveling mode is selected, the rotation state of the motor generator functioning as the driving force source is determined by the vehicle speed of the hybrid vehicle 10 and the selected driving mode (that is, the gear ratio of the gear stage). It is stipulated unconditionally.

<Details of basic control>
The operating state of the hybrid drive mechanism 10A is controlled by basic control executed by the ECU 100. Here, the details of the basic control will be described with reference to FIG. FIG. 5 is a flowchart of basic control.

  In FIG. 5, the ECU 100 acquires a traveling condition defined as determining the operating state of the hybrid drive mechanism 10A in the hybrid vehicle 10 (step S101). In the present embodiment, the ECU 100 acquires the vehicle speed V detected by the vehicle speed sensor 14 and the accelerator opening ACC detected by the accelerator opening sensor 15 as the traveling conditions.

  Subsequently, the ECU 100 calculates a required driving force Ft of the hybrid vehicle 10 based on the acquired vehicle speed V and the accelerator opening ACC (step S102). At this time, the ECU 100 refers to a required driving force map stored in advance in the ROM. The required driving force map describes the values of the required driving force with respect to the vehicle speed and the accelerator opening, which are adapted experimentally, empirically, theoretically or based on simulations in advance. The required driving force Ft is calculated by selectively acquiring one value corresponding to the acquired vehicle speed V and accelerator opening ACC as the value of the required driving force Ft from the required driving force map. The “calculation” in the present invention is a concept including selectively obtaining a suitable value from preset values in this way, in addition to deriving as a result of a numerical operation or a logical operation. It is.

  When the required driving force Ft is calculated, the ECU 100 determines whether or not the calculated required driving force Ft is 0 or more (step S103). When the required driving force Ft is less than 0 (step S103: NO), that is, when there is a power regeneration request for converting a part of the kinetic energy transmitted through the driving wheel and the drive shaft into electric energy. The ECU 100 executes power regeneration control (step S400). Details of the power regeneration control will be described later.

  When the required driving force Ft is equal to or greater than 0 (step S103: YES), the ECU 100 determines whether the vehicle speed V and the required driving force Ft are equal to or greater than a preset threshold value Vth and a required driving force Ftth, respectively. . Here, the threshold values of the vehicle speed and the required driving force are provided for selecting a travel mode of the hybrid vehicle 10, and the hybrid vehicle 10 is previously experimentally, empirically, theoretically, or based on a simulation or the like. It is determined that a travel mode that can increase (or decrease) the energy consumption efficiency (or power transmission loss) of the vehicle 10 is selected. In the present embodiment, the EV mode is selected under traveling conditions where the vehicle speed V is less than the threshold value Vth and the required driving force Ft is less than the threshold value Ftth, and the HV mode is selected under other traveling conditions.

  Therefore, the ECU 100 determines whether the vehicle speed V is equal to or higher than the threshold value Vth or whether the required driving force Ft is equal to or higher than the threshold value Ftth based on the determination result (step S104). When the vehicle speed V is less than the threshold value Vth and the required driving force Ft is less than the threshold value Ftth (step S104: NO), the ECU 100 selects the EV mode as the travel mode of the hybrid vehicle 10 (step S107), and EV mode drive control. Is executed (step S300). The EV mode drive control will be described later.

  On the other hand, when the vehicle speed V is equal to or higher than the threshold value Vth or the required driving force Ft is equal to or higher than the threshold value Ftth (step S104: YES), the ECU 100 selects the HV mode as the travel mode of the hybrid vehicle 10 (step S105). . In the situation where the HV mode is selected, the ECU 100 further determines whether or not the engine 200 is stopped (step S106). It should be noted that when the engine is stopped, the engine 200 is in a state where generation of power associated with fuel combustion is stopped.

  When the engine is stopped (step S106: YES), the ECU 100 executes engine start control (step S500). The engine start control will be described later. On the other hand, when the engine is not stopped (step S106: NO), the ECU 100 executes HV mode drive control (step S200). The HV mode drive control will be described later. When any one of steps S200, S300, and S400 is executed, the process returns to step S101, and a series of processes is repeated.

<Details of HV mode drive control>
Next, the details of the HV mode drive control will be described with reference to FIG. FIG. 6 is a flowchart of HV mode drive control.

  In FIG. 6, the ECU 100 acquires the traveling condition of the hybrid vehicle 10 that should be used for selecting the drive mode (step S201). Here, in the processing according to step S201, the ECU 100 acquires the vehicle speed V and the required driving force Ft of the hybrid vehicle 10 as the travel conditions.

  When the vehicle speed V and the required driving force Ft are acquired, the ECU 100 selects a driving mode (step S202). Here, in the present embodiment, the drive mode to be selected is associated with the vehicle speed V and the required drive force Ft in advance, and is mapped in the drive mode map and stored in the ROM. In the process according to step S202, the ECU 100 selects one drive mode corresponding to the vehicle speed V and the required drive force Ft from the drive mode map. In the present embodiment, the drive mode to be selected is theoretically substantially equivalent to the energy consumption efficiency in the hybrid vehicle 10 (or the power transmission loss in the hybrid drive mechanism 10A) for each combination of the vehicle speed V and the required drive force Ft. However, basically, the hybrid vehicle 10 can travel regardless of the drive mode selected, and the drive mode and these travel conditions are selected. The correspondence relationship with may not be unambiguous.

  When the drive mode is selected, ECU 100 executes clutch connection control corresponding to the selected drive mode (step S203). For example, when the 1st speed mode is selected, the second clutch mechanism 530 is controlled so that the counter shaft 700 and the 1st speed gear 510 are connected (if already connected, the state is maintained). Motor generator MG2 is caused to function as an output element of hybrid drive mechanism 10A. In parallel with the control of the second clutch mechanism 530, the first clutch mechanism 430 is controlled to be released so that the first transmission device 400 is disconnected from the counter shaft 700, and the motor generator MG1 is controlled by the reaction force element. It is made to function as.

  Next, ECU 100 determines whether motor generator MG1 and motor generator MG2 are normal (step S204). It is to be noted that whether or not it is normal is inextricably linked with whether or not it is abnormal, and the processing according to step S204 is an example of “determining whether or not the target part is in an abnormal state” according to the present invention. It is. In the determination processing according to step S204, for example, an error that can determine whether the operation state (for example, rotation speed or torque) of the motor generator serving as an output element is as requested (practically as required) is Whether it is acceptable, and whether the operating state (for example, rotational speed or torque) of the motor generator, which is a reaction force element, is as required (can be judged to be as practically required) Whether or not these motor generators are normal is determined based on whether or not the error may be allowed. Note that the same determination can be made even when the drive mode corresponding to the fixed speed change state is selected. In addition, the judgment criteria for judging whether or not it is normal are preliminarily experimentally, empirically, theoretically or based on simulations, and the judgment that it is normal reveals some problems in practice. Therefore, it may be determined so that the determination of being abnormal does not cause any problem in practice.

  When motor generator MG1 and motor generator MG2 are normal (step S204: YES), ECU 100 controls the operating state of hybrid drive mechanism 10A so that hybrid vehicle 10 performs normal travel in accordance with the HV mode ( Step S205). That is, if the driving mode corresponding to the continuously variable transmission state is selected, the driving force of the engine 200 is divided into two systems by the power split mechanism 300, one being a motor generator functioning as a reaction force element, and the other being , Transmitted to the counter shaft 700 as a driving force. At this time, the motor generator serving as the reaction force element is in a regenerative state of positive rotation and negative torque to generate power, and the motor generator serving as the output element is driven using this generated power to assist the driving force. If the drive mode corresponding to the fixed speed change state is selected, the engine 200 is substantially directly connected to the counter shaft 700, and the engine speed of the engine 200 is set according to the gear ratio corresponding to the selected drive mode. Change.

  On the other hand, when at least one of motor generator MG1 and motor generator MG2 is in an abnormal state (step S204: NO), ECU 100 reselects the drive mode (step S206). Further, when the drive mode is reselected, ECU 100 executes connection control of the first and second clutch mechanisms corresponding to the reselected drive mode (step S207). Here, with reference to FIG. 7, the drive mode which can be selected in the process which concerns on step S206 is demonstrated. FIG. 7 is a table illustrating drive modes that can be selected when at least one motor generator is in an abnormal state in the HV mode drive control. In the figure, the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate.

  In FIG. 7, an item indicating whether or not selection is possible is set at the right end, which indicates that a circle mark can be selected and a cross mark cannot be selected. As described above, when it is determined in the process according to step S204 that at least one of the motor generators is in an abnormal state, whatever the drive mode set in step S202 corresponds to the fixed speed change state. The drive mode is reselected from the drive modes. Supplementally, when a motor generator in a failure state is set as a reaction force element, there is a possibility that the engine 200 may idle without being able to generate a reaction force torque corresponding to the engine torque. Further, when the motor generator in a failure state is set as an output element, the assist torque for assisting the engine torque cannot be supplied to the counter shaft 700, and the hybrid drive mechanism 10A falls short of the output and the hybrid vehicle 10 Power performance may be reduced. Therefore, when at least one of the motor generators is in an abnormal state, the drive mode is selected from the drive modes corresponding to the fixed speed change state, and the engine travel is performed only by the driving force of engine 200.

  At this time, as to which drive mode is selected from the four types of drive modes, the engine 200 is as high as possible according to the traveling conditions of the hybrid vehicle 10 acquired in the processing according to step S201. It is set so that it can operate efficiently (in view of the fact that the driving force source is only engine 200, that is, the energy consumption efficiency in hybrid drive mechanism 10A is maximized). However, even if any drive mode is selected from the four types of drive modes, the hybrid vehicle 10 can be sufficiently retracted at least.

  In the present embodiment, in the processing according to step S206, “when one of the first and second motor generators is in an abnormal state, it is determined that the driving condition of the hybrid vehicle is satisfied. An example of the operation of `` determining the content of retreat travel based on '' is made, and in the processing according to step S207, when it is determined that the hybrid vehicle should travel only by the driving force of the internal combustion engine as the content of retreat travel An example of an operation | movement which controls a connection means so that a 1st and 2nd motor generator may be connected with an output member respectively is implement | achieved.

  In the present embodiment, the traveling mode of the hybrid vehicle 10 or the necessity of power regeneration and engine start is determined before the presence / absence of abnormality of the motor generator is determined, and the already determined operation mode is possible. The drive mode is reselected so that it is maintained. That is, the guideline regarding the reselection of the drive mode is determined before the execution of the process according to step S204. However, also in this case, the content of the evacuation travel is determined based on the travel conditions of the hybrid vehicle. That is, the determination of the content of the evacuation travel according to the present invention does not necessarily have to be performed after the processing related to the presence / absence determination of the abnormal state.

  Returning to FIG. 6, when the process according to step S207 is executed, ECU 100 determines whether or not both motor generator MG1 and motor generator MG2 are in an abnormal state (step S208). Here, it is already determined that the hybrid vehicle 10 should be evacuated only by the driving force of the engine 200 after the processing related to step S206 and step S207, but if one of the motor generators is normal. For example, it is possible to perform power generation for the auxiliary machine while being connected to the counter shaft 700. Therefore, the process according to step S208 is executed to clarify whether or not the power generation for the auxiliary machine is possible.

  When MG1 and MG2 are in an abnormal state (step S208: YES), the ECU 100 causes the hybrid vehicle 10 to run on the engine in a state in which the auxiliary power generation is not possible via the drive control of the hybrid drive mechanism 10A (step S209). On the other hand, when one of MG1 and MG2 is normal (step S208: NO), the ECU 100 appropriately generates power for the auxiliary machine with a normal motor generator via the drive control of the hybrid drive mechanism 10A. The vehicle 10 is caused to travel on the engine (step S210). When the process according to step S206, step S209, or step S210 is executed, the HV mode drive control ends.

<Details of EV mode drive control>
Next, details of the EV mode drive control will be described with reference to FIG. FIG. 8 is a flowchart of EV mode drive control. In the figure, the same reference numerals are given to the same parts as those in FIG. 6, and the description thereof will be omitted as appropriate.

  In FIG. 8, when it is determined that the motor generator MG1 and the motor generator MG2 are each in a normal state (step S204: YES), the ECU 100 causes the hybrid vehicle 10 to perform normal traveling in accordance with the EV mode. The operating state of the drive mechanism 10A is controlled (step S301). That is, the ECU 100 controls the power transmission cutoff clutch 600 to the released state, stops the power transmission from the engine 200, and then stops the engine 200. More specifically, the fuel injection through the injector 212 and the ignition operation through the ignition device 202 are stopped. Thereafter, the hybrid vehicle 10 is allowed to travel in EV while the required output of the hybrid vehicle 10 is covered by the motor generator corresponding to the selected drive mode.

  On the other hand, when at least one of motor generator MG1 and motor generator MG2 is in an abnormal state (step S204: NO), ECU 100 further determines whether MG1 and MG2 are in an abnormal state (step S208), respectively. If both motor generators are in an abnormal state (step S208: YES), the hybrid vehicle 10 is retreated with only the engine power while the auxiliary machine power generation is disabled (step S209), as in the HV mode drive control. . When the process according to step S209 is executed, it goes without saying that both motor generators in an abnormal state are connected to the counter shaft 700. Thus, in EV mode drive control, EV traveling may not be performed depending on the state of motor generator MG1 and motor generator MG2, and EV traveling is not necessarily performed.

  When one of motor generator MG1 and motor generator MG2 is in a normal state (step S209: NO), ECU 100 determines whether motor generator MG1 is in an abnormal state (step S302). Information about which motor generator is in an abnormal state has already been acquired in the processing related to step S204, and is temporarily stored as information that can be referred to, for example, in a RAM or the like.

  When motor generator MG1 is in an abnormal state (step S302: YES), ECU 100 connects motor generator MG2 to counter shaft 700 and drives motor generator MG1 to counter shaft 700 by the drive control of the first and second clutch mechanisms. (Step S303). On the other hand, when motor generator MG2 is in an abnormal state (step S302: NO), ECU 100 connects motor generator MG1 to counter shaft 700 and controls motor generator MG2 as a counter by drive control of the first and second clutch mechanisms. Disconnect from the shaft 700 (step S304).

  That is, when any one of the motor generators is in an abnormal state, the ECU 100 connects the motor generator in a normal state to the counter shaft 700 to function as a driving force source. Here, with reference to FIG. 9, drive modes that can be selected when one of the motor generators is in an abnormal state will be described. FIG. 9 is a table illustrating drive modes that can be selected when one motor generator is in an abnormal state in the EV mode drive control. In the figure, the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate. In FIG. 9, due to space limitations of each item, the first clutch mechanism 430 is a first clutch, the second clutch mechanism 530 is a second clutch, and the power transmission cutoff clutch 600 is a cutoff clutch. Abbreviated.

  In FIG. 9, selection items are set at the right end in accordance with the motor generator in an abnormal state, indicating that a circle can be selected and a cross cannot be selected. . As shown in the figure, there are two types of drive modes that can be selected when the motor generator MG1 is in an abnormal state, and the drive modes that can be selected when the motor generator MG2 is in an abnormal state. There are two types, the 2nd speed mode and the 4th speed mode. The ECU 100 selects a drive mode in which the motor generator serving as the drive force source can operate more efficiently among these two types of drive modes.

  Even if the motor generator in the abnormal state is connected to the counter shaft 700, EV traveling using the motor generator in the normal state may be possible. However, for example, the abnormal state of the motor generator In the case of an abnormality that affects the rotation operation itself, such as shaft fixation, rotation of the counter shaft 700 is hindered, and the physical load applied to the hybrid drive mechanism 10A is excessive, which is not desirable. For this reason, in the present embodiment, the motor generator in the abnormal state is quickly separated from the counter shaft 700.

  Returning to FIG. 8, when the motor generator in the normal state is connected to the counter shaft 700 and the motor generator in the abnormal state is disconnected from the counter shaft 700, the ECU 100 controls the power transmission cutoff clutch 600 to the released state, and the engine The power transmission from 200 is cut off (step S305). When the power transmission from engine 200 is interrupted, ECU 100 causes hybrid vehicle 10 to travel by EV through the drive control of hybrid drive mechanism 10A (step S306). When the process according to step S301, step S209, or step S306 is executed, the EV mode drive control ends.

<Details of power regeneration control>
Next, details of the power regeneration control will be described with reference to FIG. FIG. 10 is a flowchart of the power regeneration control. In the figure, the same reference numerals are given to the same portions as those in FIGS. 6 and 8, and the description thereof is omitted as appropriate.

  In FIG. 10, when it is determined that the motor generator MG1 and the motor generator MG2 are in the normal state (step S204: YES), the ECU 100 operates the hybrid drive mechanism 10A so that normal power regeneration is performed. Is controlled (step S401). That is, power regeneration is performed by the motor generator connected to the counter shaft 700 at that time.

  On the other hand, when at least one of motor generator MG1 and motor generator MG2 is in an abnormal state (step S204: NO), ECU 100 further determines whether MG1 and MG2 are in an abnormal state (step S208), respectively. If both motor generators are in an abnormal state (step S208: YES), power regeneration is prohibited (step S402). In addition, that electric power regeneration is prohibited means that electric power regeneration is not performed.

  When one of motor generator MG1 and motor generator MG2 is in a normal state (step S208: NO), ECU 100 identifies a motor generator in an abnormal state as in the EV mode drive control described above, and The motor generator in the normal state is connected to the counter shaft 700 and the motor generator in the abnormal state is disconnected from the counter shaft 700 through the drive control of the first and second clutch mechanisms (steps S302 to S304). Thereafter, the power transmission cutoff clutch 600 is controlled to be in a released state (step S305), and power regeneration by the motor generator connected to the counter shaft 700 is executed (step S403). When the process according to step S401, step S402, or step S403 is executed, the power regeneration control ends.

  In the processing relating to step S303 and step S304, the drive mode with the larger regenerative power is selected from the selectable drive modes shown in FIG.

<Details of engine start control>
Next, details of the engine start control will be described with reference to FIG. FIG. 11 is a flowchart of engine start control. In the figure, the same parts as those in FIGS. 6, 8 and 10 are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

  In FIG. 11, when it is determined that the motor generator MG1 and the motor generator MG2 are in a normal state (step S204: YES), the ECU 100 operates the hybrid drive mechanism 10A so that normal engine start is performed. Is controlled (step S501). That is, the engine 200 is cranked by the driving force of the motor generator separated from the counter shaft 700 at that time, and the engine 200 is started. For example, in the case where EV traveling is performed with both motor generators connected to the counter shaft 700 in the conventional state, one motor generator is temporarily disconnected from the counter shaft 700 and used for cranking. The

  On the other hand, when at least one of motor generator MG1 and motor generator MG2 is in an abnormal state (step S204: NO), ECU 100 further determines whether MG1 and MG2 are in an abnormal state (step S208), respectively. If both motor generators are in an abnormal state (step S208: YES), engine start is prohibited (step S502). Note that the prohibition of engine start means that the engine is not started. In this case, in the end, hybrid drive mechanism 10A cannot use any of engine 200, motor generator MG1, and motor generator MG2 as a drive force source. Therefore, in order to avoid such a situation, the hybrid drive mechanism 10A may be configured such that an emergency starter motor can be connected to the crankshaft 205 of the engine 200.

  When one of motor generator MG1 and motor generator MG2 is in a normal state (step S208: NO), ECU 100 identifies a motor generator in an abnormal state as in the EV mode drive control described above (step S208). S302).

  When motor generator MG1 is in an abnormal state (step S302: YES), ECU 100 connects motor generator MG1 to counter shaft 700 and drives motor generator MG2 to counter shaft 700 by the drive control of the first and second clutch mechanisms. (Step S503). On the other hand, when motor generator MG2 is in an abnormal state (step S302: NO), ECU 100 connects motor generator MG2 to counter shaft 700 and controls motor generator MG1 as a counter by the drive control of the first and second clutch mechanisms. Detach from the shaft 700 (step S504).

  That is, when any one of the motor generators is in an abnormal state, the ECU 100 disconnects the motor generator in the normal state from the counter shaft 700 and uses it for cranking the engine 200. Here, with reference to FIG. 12, drive modes that can be selected when one of the motor generators is in an abnormal state will be described. FIG. 12 is a table illustrating drive modes that can be selected when one motor generator is in an abnormal state in engine start control. In the figure, the same reference numerals are given to the same portions as those in FIG. 9, and the description thereof will be omitted as appropriate.

  In FIG. 12, selection items are set at the right end in accordance with the motor generator in an abnormal state, which indicates that a circle can be selected and a cross cannot be selected. . As shown in the figure, there are two types of drive modes that can be selected when the motor generator MG1 is in an abnormal state, and two drive modes that are selectable when the motor generator MG2 is in an abnormal state. There are two types, a first speed mode and a third speed mode. ECU 100 selects a drive mode that can crank engine 200 more efficiently from these two types of drive modes.

  Returning to FIG. 11, when the motor generator in the normal state is disconnected from the counter shaft 700 and the motor generator in the abnormal state is connected to the counter shaft 700, the ECU 100 controls the power transmission cutoff clutch 600 to the engaged state, The engine 200 is cranked by the motor generator separated from the counter shaft 700 (step S505). When the process according to step S501, step S502, or step S505 is executed, the engine start control ends.

As described above, according to the basic control according to the present embodiment, the four types of control of the HV mode drive control, the EV mode drive control, the power regeneration control, and the engine start control depend on the traveling conditions of the hybrid vehicle 10. Is executed as appropriate. At this time, in any control, it is considered whether or not the motor generator MG1 and the motor generator MG2 that greatly affect the driving force of the hybrid drive mechanism 10A are in an abnormal state, and which motor generator is in a failure state. Accordingly, the first and second clutch mechanisms are appropriately driven and controlled according to whether the hybrid vehicle 10 is retracted as reliably as possible. In each control, when one motor generator or both motor generators are connected to the counter shaft 700 via the first and second clutch mechanisms, the first and second transmissions can be selected. An appropriate drive mode is selected from a plurality of drive modes. For this reason, it is possible to optimize the energy consumption efficiency and power transmission loss of the hybrid drive mechanism 10A as much as possible in addition to simply retracting the hybrid vehicle 10 during the retracting travel. That is, according to the present embodiment, the hybrid vehicle 10 can be suitably retreated.
Second Embodiment
In the first embodiment, whether or not the motor generator MG1 and the motor generator MG2 are in an abnormal state is considered as an example of the “target part” according to the present invention, but it affects the transmission of driving force in the hybrid drive mechanism 10A. The element is not limited to a motor generator. In the second embodiment, as another example of the “target part” according to the present invention, control of the hybrid drive mechanism 10A in consideration of abnormal states of the first clutch mechanism 430, the second clutch mechanism 530, and the power transmission cutoff clutch 600 is described. explain.

  First, the details of the engagement abnormality compensation control executed by the ECU 100 will be described with reference to FIG. FIG. 13 is a flowchart of the engagement abnormality compensation control.

  In FIG. 13, the ECU 100 determines whether or not a fastening abnormality has occurred in the first clutch mechanism 430 and the second clutch mechanism 530 (step S601). In the processing according to step S601, the ECU 100 compares the operation state (for example, the rotation speed of each element) of the hybrid drive mechanism 10A to be taken in the travel mode and drive mode selected at that time with the actual operation state. This determination is performed based on the above. Here, the operation state of the hybrid drive mechanism 10A will be described with reference to FIG. FIG. 14 is a collinear diagram of the hybrid drive mechanism 10A in the HV mode.

  In FIG. 14, the vertical axis represents the rotation speed, with the upper side being a positive rotation around zero and the lower side being a negative rotation. In the horizontal axis series, the counter shaft 700, the fourth speed gear 420, the second speed gear 410, the MG1, the engine 200, the MG2, the first speed gear 510, the third speed gear 520, and the counter shaft 700 are shown in order from the left.

  In FIG. 14, for convenience, an alignment chart corresponding to each of the drive modes (that is, eight types of drive modes) that the hybrid drive mechanism 10A can take is illustrated. For example, when the first speed mode is selected as the drive mode, the locus of the nomograph always passes through the white circle m3 shown in the figure. One example is a trajectory that passes through the white circles m3, m7, m5, and m2 shown in the figure. In another example, the rotational speed of MG1 is controlled from the white circle m5 shown in the figure by controlling the rotation speed of the motor generator MG1. Is a trajectory that passes through the white circles m3, m7, m6, and m1 shown in the figure. That is, in the first speed mode, motor generator MG1 functions as a reaction force element, and continuously variable transmission is realized.

  When the fourth speed mode is selected as the drive mode, the locus of the nomograph always passes through the white circle m1 shown in the figure. One example is a locus that passes through the white circles m1, m6, m7, and m3 shown in the figure. In another example, the rotational speed of MG2 is controlled from the white circle m7 shown in the figure by controlling the rotation speed of the motor generator MG2. Is a trajectory that passes through the white circles m1, m6, m8, and m4 shown in the figure. That is, in the fourth speed mode, motor generator MG2 functions as a reaction force element, and continuously variable transmission is realized.

  Further, when the 1st speed + 4th speed mode is selected as the drive mode, the locus of the nomograph always passes through the white circle m1 and the white circle m3 shown in the drawing. One example is a locus that passes through the white circles m1, m6, m7, and m3 shown in the figure. Here, in the state where the first speed gear 510 and the fourth speed gear 420 are connected as described above, the engine rotational speed of the engine 200 is uniquely determined according to the vehicle speed of the hybrid vehicle 10. That is, a fixed speed change is realized.

  Here, the description is limited to the above three examples, but the same applies to other drive modes. In the drive mode corresponding to the continuously variable transmission state, the vehicle speed V (uniquely, the rotational speed of the counter shaft 700), the drive mode ( In other words, if two rotational speeds are determined among the three types of rotational elements of the power split mechanism 300, and the drive mode corresponding to the fixed speed change state, the vehicle speed V and the drive mode are selected. Is determined, the rotational speeds of engine 200, motor generator MG1, and motor generator MG2 are specified. FIG. 14 is a collinear diagram corresponding to the HV mode, but also for the EV mode, the operation of each element when the first and second clutch mechanisms are normal based on the same concept for each drive mode. It is possible to specify the state. However, in the EV mode, the power transmission from the engine 200 is cut off by the power transmission cut-off clutch 600, and the rotational speed of the motor generator connected to the counter shaft 700 on the nomographic chart is the engine 200. Regardless of the state, it is uniquely determined by the selected drive mode and the vehicle speed V.

  Returning to FIG. 13, in the process according to step S <b> 601, the ECU 100 performs the first operation based on the selected drive mode, the operation state of each element at normal time corresponding to the drive mode, and the actual operation state of each element. For each of the first and second clutch mechanisms, it is determined whether or not a fastening abnormality has occurred. Further, if a fastening abnormality has occurred, it is specified what fastening abnormality has occurred in which fastening element. If supplemented using FIG. 14, for example, the engine speed of the engine 200 is steplessly controlled by the rotation speed control of the motor generator MG1 even though the 1st speed + 4th speed mode which originally has the fixed speed change function is selected. Is changed, it is determined that the 4th speed gear 410 is not connected to the counter shaft 700, that is, the engagement of the first clutch mechanism 430 is abnormal.

  Returning to FIG. 13, when the fastening abnormality does not occur (step S601: NO), the ECU 100 executes normal drive mode selection control (step S605), returns the process to step S601, and repeats a series of processes. The presence / absence of the fastening abnormality determined in the process according to step S601 and the content of the fastening abnormality are updated every time the process according to step S601 is executed. More specifically, the ECU 100 stores information on the fastening abnormality in a rewritable storage unit such as a RAM. For example, the information on the fastening abnormality has a form such as a flag, and when a fastening abnormality occurs, the information corresponding to the fastening abnormality is updated as appropriate, for example, by controlling the flag corresponding to the fastening abnormality.

  When it is determined that a fastening abnormality has occurred (step S601: YES), the ECU 100 can select a driving mode that can be selected regardless of the presence or absence of the fastening abnormality (hereinafter, referred to as “selectable driving mode” as appropriate). ) Is specified (step S602). That is, in the present embodiment, the ECU 100 also functions as an example of the “specifying unit” according to the present invention. Here, the details of the selectable drive mode will be described with reference to FIG. FIG. 15 is a table for explaining the correspondence relationship between the content of the fastening abnormality and the selectable drive mode. In the figure, the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate.

  In FIG. 15, for each content of the fastening abnormality, a drive mode in which a circle can be selected and a drive mode in which a cross cannot be selected are shown. There are eight types of engagement abnormality contents: three types belonging to the first clutch mechanism 430, three types belonging to the second clutch mechanism 530, and two types belonging to the power transmission cutoff clutch 600.

  The engagement abnormality that can be considered for the first clutch mechanism 430 is an engagement abnormality in which the second speed gear 410 is fixed while being connected to the counter shaft 700 (see “fixed two” in the figure). The fourth speed gear 420 is connected to the counter shaft 700. The fastening abnormality that is fixed while being fixed (see “4 fixing” in the drawing) and the fastening abnormality that is fixed while the second speed gear 410 and the fourth speed gear 420 are both disconnected from the counter shaft 700 (see “release fixing” in the drawing) There are three types.

  A possible engagement abnormality for the second clutch mechanism 530 is an engagement abnormality in which the 1st speed gear 510 is fixed while being connected to the counter shaft 700 (see “1 fixed” in the drawing), and a 3rd speed gear 520 is connected to the counter shaft 700. A fastening abnormality that is fixed while being fixed (see “3 fixing” in the figure), and a fastening abnormality that is fixed while the first-speed gear 510 and the third-speed gear 520 are both disconnected from the counter shaft 700 (see “release fixing” in the figure). There are three types.

  The fastening abnormality that can be considered for the power transmission cutoff clutch 600 is fixed in the engaged state (that is, the traveling mode is fixed to the HV mode) (see the “fastening fixed” in the figure) and the released state is fixed. There are two types of fastening abnormality (see “release fixing” in the figure) (that is, the traveling mode is fixed to the EV mode).

  For example, when the second fixed engagement abnormality occurs in the first clutch mechanism 430, the second speed gear 410 cannot be disconnected from the counter shaft 700. Therefore, the driving mode using only the second transmission device 500 (that is, 1-speed mode and 3-speed mode) cannot be selected. For the same reason, it is impossible to select the 4-speed gear 420, so the drive mode using the 4-speed gear 420 (ie, 4-speed mode, 1-speed + 4-speed mode, and 3-speed + 4-speed mode) is also available. It becomes unusable. Accordingly, there are three selectable drive modes: a second speed mode using the second speed gear 410, a first speed + second speed mode, and a second speed + third speed mode. This is the same regardless of whether the HV mode is selected as the travel mode or the EV travel mode is selected. In the present embodiment, the ECU 100 holds in advance a selectable drive mode map obtained by mapping correspondences corresponding to FIG. 15 in the ROM.

  Returning to FIG. 13, the ECU 100 refers to the selectable drive mode map and identifies the selectable drive mode corresponding to the fastening abnormality determined in step S601 as the selectable drive mode. Note that the specific mode of the selectable drive mode does not necessarily refer to such a map. For example, the state and realization of the first clutch mechanism 430, the second clutch mechanism 530, and the power transmission cutoff clutch 600 are realized in advance. It is also possible to derive by a logical operation each time by giving a correspondence relationship with the drive mode.

  When the selectable drive mode is specified, the ECU 100 reconstructs the shift line (step S603). In the hybrid drive mechanism 10A, the energy consumption efficiency (or power transmission loss) in the hybrid drive mechanism 10A is improved as much as possible (or experimentally, empirically, theoretically, or based on simulation or the like) (or The basic shift line (hereinafter referred to as “basic shift line” as appropriate) is defined. Here, the basic shift line will be described with reference to FIG. FIG. 16 is a schematic diagram of a basic shift line in the hybrid drive mechanism 10A.

  In FIG. 16, the vertical axis and the horizontal axis represent the driving force and the vehicle speed, respectively. In the two-dimensional coordinate system defined by the driving force and the vehicle speed, the maximum driving force that is theoretically or practically defined in the hybrid vehicle 10 is defined theoretically (see the bold line in the figure). In the region surrounded by the axis that defines the coordinate system and the maximum driving force line, the drive mode is appropriately switched. This area is divided into an HV area (not shown) in which the HV mode is selected as the travel mode and an EV area (see “EV” in the figure) in which the EV mode is selected. The HV area is further selected. It is divided into areas corresponding to the drive modes to be performed. A boundary line that defines a region corresponding to the drive mode to be selected is a basic shift line. That is, in the hybrid drive mechanism 10A, the drive mode is switched when a coordinate point defined as a combination of the vehicle speed and the drive force exceeds the shift line. Note that the illustrated driving force may be handled at the same level as the required driving force Ft at least in the range below the maximum driving force.

  In FIG. 16, there is no region where the 1st speed + 4th speed mode is selected, but normally, the 1st speed + 4th speed mode in which the 1st speed gear 510 and the 4th speed gear 420 that are relatively different in gear ratio are connected simultaneously is Even if it can be selected, it is not selected. Further, as described in the first embodiment, the EV mode is selected as the travel mode in the region where the vehicle speed and the driving force are low (defined by the threshold values Vth and Ftth in the first embodiment). In the EV mode, the shift line is defined in the same manner, but here, the illustration in FIG. 16 is omitted for the purpose of preventing complication of the drawing.

  Such a basic shift line can be applied when there is no fastening abnormality in each element of the hybrid drive mechanism 10A, and when there is a fastening abnormality, a non-selectable drive mode occurs, so There is a need for construction. Therefore, the basic shift line is corrected and the shift line is reconstructed by the processing according to step S603 in FIG.

  Here, with reference to FIG. 17, the reconstructed shift line will be described. FIG. 17 is a schematic diagram of the shift line after reconstruction. In the figure, the same reference numerals are given to the same portions as those in FIG. 16, and the description thereof will be omitted as appropriate. Note that FIG. 17 illustrates a case where the first clutch mechanism 530 has a fixed engagement abnormality.

  In FIG. 17, when a fixed abnormality in the second clutch mechanism 530 (that is, an abnormality in engagement in which the first speed gear 510 remains connected to the counter shaft 700) occurs, the hybrid drive mechanism 10 </ b> A can select. There are three drive modes: 1st speed mode, 1st speed + 2nd speed mode, and 1st speed + 4th speed mode. The ECU 100 reconstructs the shift line by using these three types of drive modes in the HV mode and the EV mode. There are of course three selectable drive modes in the EV mode as well.

  When a fastening abnormality occurs in the hybrid drive mechanism 10A, the operation area to be covered in one drive mode is widened, and thus the use area is inevitably expanded in at least some drive modes. Further, depending on the content of the engagement abnormality, there is a possibility that the time required for shifting, that is, switching of the driving mode may be lengthened, and overall, the fuel consumption rate of the engine 200 and the drivability of the hybrid vehicle 10 may be deteriorated. Increases nature. Therefore, the ECU 100 determines the fuel consumption of the engine 200 in accordance with an algorithm given in advance experimentally, empirically, theoretically, or based on a simulation or the like, or based on a correspondence given based on these algorithms. The shift line is reconstructed so that the rate and the deterioration of drivability in the hybrid vehicle 10 are suppressed as much as possible. The shift lines thus reconstructed (that is, the boundary lines that define the respective regions in FIG. 17) are examples of the “fail-safe shift lines” according to the present invention. ". That is, in the process according to step S603, the ECU 100 functions as an example of the “setting unit” according to the present invention.

  Returning to FIG. 13, when the shift line is reconstructed, that is, when the fail-safe shift line is set, the ECU 100 sets an operation restriction region for the fail-safe shift line (step S604). Here, the operation restriction region will be described with reference to FIG. FIG. 18 is a schematic diagram of a fail-safe shift line in which an operation restriction region is set. In the figure, the same reference numerals are given to the same portions as those in FIG. 17, and the description thereof will be omitted as appropriate.

  In FIG. 18, the maximum driving force line (see the bold line in the figure) is set for the drive mode selection area defined by the fail-safe shift line. This maximum driving force line is such that the engine 200 does not fall into an over-rotation state to the extent that some troubles can be actualized, and each driving gear and driven gear in each transmission device can actually have some troubles. In order not to fall into an excessive rotation state to the extent, it is a characteristic line for operation restriction given in advance experimentally, empirically, theoretically or based on simulation, etc., and the drive mode is the maximum drive force line Is selected according to a selection area defined by the fail-safe shift line. That is, when the hybrid vehicle 10 performs the retreat travel according to one drive mode selected based on the fail-safe shift line to which the operation restriction is added, the required drive force Ft is the maximum specified by the maximum drive force line. When the driving force is exceeded, the required driving force Ft is limited with the maximum driving force as an upper limit.

  Returning to FIG. 13, when the operation restriction region is set, the ECU 100 returns the process to step S601 and repeats a series of processes. The fastening abnormality compensation control is performed in this way. As described above, according to the engagement abnormality compensation control according to the present embodiment, the selection is performed when the engagement abnormality occurs in at least a part of the first clutch mechanism 430, the second clutch mechanism 530, and the power transmission cutoff clutch 600. A possible drive mode is specified, and a fail-safe shift line is set based on the selectable drive mode to give a guideline for selecting the drive mode. Accordingly, it is possible to reduce as much as possible the disadvantages related to energy consumption efficiency and power transmission loss that may be caused by the fastening abnormality, and a preferable retreat travel is realized. Further, the fail-safe shift line is provided with an operation restriction region for physically, mechanically, mechanically or electrically protecting the hybrid drive mechanism 10A, so that the durability of the hybrid drive mechanism 10A is maintained. In this state, the hybrid vehicle 10 can be evacuated and the practical advantage is increased.

The fastening abnormality compensation control according to the second embodiment and the basic control according to the first embodiment can be executed in parallel or as one continuous control, and these are executed together. Thus, the retreat travel performance of the hybrid vehicle 10 can be further improved.
<Third Embodiment>
The fastening abnormality described in the second embodiment can be caused by hardware factors or software factors. There are also hardware factors such as physical, mechanical or electrical damage, breakage or failure, or irreversible factors, and temporary factors due to noise or poor contact. To do. As described above, there are various factors that cause the fastening abnormality from permanent to temporary, and there are many that automatically recover over time. However, when such a recovery over time of the engagement abnormality is not taken into account, the hybrid drive mechanism 10A is controlled based on the fail-safe shift line as illustrated in the second embodiment, so that it is actually more efficient. In spite of being able to select a different drive mode, there may be a problem that a drive mode with low efficiency continues to be selected. Here, a third embodiment of the present invention that can deal with such a problem will be described with reference to FIG. FIG. 19 is a flowchart of the recovery trial control executed by the ECU 100.

  In FIG. 19, the ECU 100 determines whether or not the hybrid vehicle 10 is in a retreat traveling due to a fastening abnormality (step S701). When the vehicle is not in retreat (step S701: NO), the ECU 100 performs normal drive mode selection control, returns to step S701, and repeats a series of processes.

  When the hybrid vehicle 10 is in the evacuation traveling due to the fastening abnormality (step S701: YES), the ECU 100 identifies a drive mode in which recovery trial is possible (step S702). Here, the recovery-triggerable drive mode refers to a drive mode that is currently selected (a drive mode that is set based on the fail-safe shift line) and a drive mode that is adjacent to the hybrid drive mechanism 10A.

  Here, in the hybrid mechanism 10 </ b> A, the first clutch mechanism 430 and the second clutch mechanism 530 are each configured as a dog clutch mechanism, and a synchronous connection is required when each gear is connected to the counter shaft 700. More specifically, when the gear position connected to the counter shaft 700 as the output member is disconnected and the other gear speed is connected to the output member to switch the gear speed (that is, the drive mode is switched). The gear corresponding to the gear position after switching is rotationally synchronized with the counter shaft 700 and engaged with, engaged with or brought into contact with the counter shaft 700 by making a stroke relative to the counter shaft 700, and the torque of the counter shaft 700 is shifted after switching. After the transfer to the stage, it is necessary to disconnect the gear corresponding to the speed stage before switching from the counter shaft 700 in a no-load state. That is, the generation and rotation of a torque shock between a plurality of shift stages provided in each of the first and second transmissions, at least when the shift stage is switched (that is, when the drive mode is switched, in other words, when shifting). It is extremely difficult and practically impossible to change the gear position directly without causing various problems such as fluctuations, uncomfortable feelings, drivability deterioration and power performance deterioration to be manifested in practice. For this reason, the shift stage switching in the hybrid drive mechanism 10A is performed sequentially through switching to a gear stage mechanically adjacent to the current shift stage.

  Here, with reference to FIG. 20, the details of the recovery trial possible drive mode will be described. Here, FIG. 20 is a table for explaining the correspondence between the contents of the fastening abnormality and the drive mode capable of recovery trial. In the figure, the same parts as those in FIG. 15 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.

  In FIG. 20, the recovery trial possible drive mode is represented as a Δ mark for each fastening abnormality item. For example, when there is a 2 fixed engagement abnormality in the first clutch mechanism 430, the selectable drive modes are the 1st speed + 2nd speed mode, the 2nd speed mode, and the 2nd speed + 3rd speed mode. The first speed mode and the third speed mode are mechanically adjacent to each other. That is, these are drive modes corresponding to a case where a recovery attempt is made to disconnect the fixed second gear 410 from the countershaft 700. The fastening abnormality related to the first clutch mechanism 430 and the second clutch mechanism 530 is basically the same as this.

  On the other hand, when the engagement abnormality occurs in the power transmission cutoff clutch 600, for example, when the release abnormality is fixed, all drive modes can be selected except that the travel mode can be other than the EV mode. This is a mode, and can theoretically be a drive mode capable of recovery trial. However, in the hybrid drive mechanism 10A, the power transmission cutoff clutch 600 is driven by one motor generator. Therefore, in order to attempt to recover the released and fixed power transmission cutoff clutch 600, it is necessary to disconnect one of the motor generators from the counter shaft 700 and synchronize the rotation of the clutch. Therefore, the recovery-triggerable drive mode has four types of drive modes that use only the gear position of one transmission.

  Returning to FIG. 19, when the recovery trial possible drive mode is specified, the ECU 100 determines whether or not a recovery trial condition is satisfied (step S <b> 704). Here, the recovery trial condition is the NV (Noise and Vibration), the shift shock, the rotation speed of the elements related to the recovery trial at the recovery trial, and the like when the recovery trial is performed. Is a condition that falls within the permissible range, and is set in advance in association with the travel conditions of the hybrid vehicle 10, for example, the vehicle speed V and the required driving force Ft. When the restoration trial condition is not satisfied (step S704: NO), the ECU 100 determines that the restoration trial involves a problem that cannot be overlooked in practice, returns the process to step S701, and repeats a series of processes.

  On the other hand, when the recovery trial condition is satisfied (step S704: YES), the ECU 100 performs a recovery trial (step S705). In other words, switching of the drive mode from the current drive mode to the drive mode allowing recovery trial (that is, shifting) is executed. Further, the ECU 100 determines whether or not the element in which the fastening abnormality has occurred has been restored to the normal state as a result of the restoration trial (step S706). Such a determination can be suitably performed based on whether or not the switching of the drive mode has ended normally. As a result of the restoration trial, when the normal state is not restored (step S706: NO), the ECU 100 returns the process to step S701 and repeats a series of processes.

  On the other hand, when the element in which the engagement abnormality has occurred is restored to the normal state (step S706: YES), the ECU 100, for example, through the flag setting process as described above, information on the drive mode in which the engagement abnormality has occurred (Step S707), the process returns to step S701, and a series of processes is repeated. That is, the processes according to step S702, step S704, step S705, and step S706 are an example of the operation of the “second determination unit” according to the present invention.

  As described above, according to the recovery trial control according to the third embodiment of the present invention, the recovery trial is performed for the gear stage once determined that the engagement abnormality has occurred, and as a result, If the normal state is restored, the information indicating that the fastening abnormality has occurred is updated and incorporated into the selectable drive mode. Therefore, the latest state of the fastening element in the hybrid drive mechanism 10A can be reflected in the selection of the drive mode, and the hybrid vehicle 10 can be evacuated and traveled as efficiently as possible.

The recovery trial control according to the third embodiment is synchronized with the process according to step S601 in the fastening abnormality compensation control according to the second embodiment shown in FIG. 13 or as a part of the process according to step S601. May be executed.
<Fourth embodiment>
Next, a fourth embodiment of the present invention will be described with reference to FIG. FIG. 21 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 20 according to the fourth embodiment of the present invention. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 21, the hybrid vehicle 20 is different from the hybrid vehicle 10 in having an indicator 21.

  The indicator 21 is a display device such as a liquid crystal display device installed at a position where the driver can visually recognize the console panel of the hybrid vehicle 20 or the like. The indicator 21 is electrically connected to the ECU 100 and is configured to display predetermined abnormality information by display control by the ECU 100.

  Here, the abnormality information is an abnormality of the motor generator MG1 and the motor generator MG2 described in the first embodiment, various fastening abnormalities described in the second embodiment, and various fastening abnormalities described in the third embodiment. This is information related to the recovery status from. That is, the display of abnormality information is, for example, “Currently, MG1 is in an abnormal state, so it is running only with engine power.” Or “Currently, an abnormality has occurred in a part of the transmission. Some character information such as “Some gear shifting functions cannot be used” may be displayed, or among the lamps corresponding to each abnormal state that is configured to be capable of light emission display (flashing display) in advance. It may be realized by causing a lamp corresponding to the abnormality to emit light. In this embodiment, the abnormality information is visual information. However, the abnormality information may be audio information, and has any form as long as various abnormalities occurring in the hybrid vehicle can be notified to the driver. It may be.

  In displaying such abnormality information, the ECU 100 constantly updates information such as a flag or the like for grasping the abnormality occurring in the hybrid drive mechanism 10A constantly or at a constant or indefinite period. That is, in the present embodiment, the ECU 100 is configured to function as an example of “notification means” according to the present invention that notifies the driver of abnormality information via the indicator 21 that is an interface with the driver.

  According to the present embodiment, the driver can understand the necessity of the evacuation traveling and can encourage the practice of the evacuation traveling according to the abnormality, so that the evacuation traveling of the hybrid vehicle can be performed more safely.

  The present invention is not limited to the above-described embodiments, and various modifications can be made as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. Moreover, it is included in the technical scope of the present invention.

1 is a schematic configuration diagram conceptually illustrating a configuration of a hybrid vehicle according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive mechanism in the hybrid vehicle of FIG. 1. It is a schematic diagram of the engine in the hybrid vehicle of FIG. It is a table | surface showing the correspondence of the operation state of the hybrid drive mechanism of FIG. 2, and a drive mode. It is a flowchart of the basic control performed by ECU. 6 is a flowchart of HV mode drive acquisition control branched from the basic control of FIG. 5. 7 is a table illustrating drive modes that can be selected when at least one motor generator is in an abnormal state in the HV mode drive control of FIG. 6. 6 is a flowchart of EV mode drive control branched from the basic control of FIG. 5. FIG. 9 is a table illustrating drive modes that can be selected when one motor generator is in an abnormal state in the EV mode drive control of FIG. 8. It is a flowchart of the electric power regeneration control branched from the basic control of FIG. It is a flowchart of the engine starting control branched from the basic control of FIG. 12 is a table illustrating drive modes that can be selected when one motor generator is in an abnormal state in the engine start control of FIG. It is a flowchart of the fastening abnormality compensation control which concerns on 2nd Embodiment of this invention. It is an alignment chart of the hybrid drive mechanism in HV mode. It is a table | surface explaining the correspondence of the content of a fastening abnormality, and the selectable drive mode. It is a schematic diagram of the basic shift line in the hybrid drive mechanism. It is a schematic diagram of the shift line reconstructed by the ECU. It is a schematic diagram of a fail safe shift line in which an operation restriction region is set. It is a flowchart of the recovery trial control which concerns on 3rd Embodiment of this invention. It is a table | surface explaining the correspondence of the content of a fastening abnormality, and the recovery trial possible drive mode. It is a schematic block diagram which represents notionally the structure of the hybrid vehicle which concerns on 4th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 10A ... Hybrid drive mechanism, 100 ... ECU, 200 ... Engine, 201 ... Cylinder, 203 ... Piston, 205 ... Crankshaft, 300 ... Power split mechanism, MG1 ... Motor generator, MG2 ... Motor generator, 400 ... 1st transmission, 500 ... 2nd transmission, 600 ... Power transmission cutoff clutch, 700 ... Counter shaft.

Claims (15)

Power distribution means provided in the hybrid vehicle, wherein the internal combustion engine, the first motor generator and the second motor generator are connected to the first, second and third rotating elements which are differentially rotatable relative to each other. A hybrid drive device comprising: an output member coupled to an axle of the hybrid vehicle; and a connecting means capable of connecting the first and second motor generators to the output member,
A plurality of shift stages that are installed in a power transmission path between at least one of the first and second motor generators and the output member and that can be selectively connected to the output member by the connecting means; And power between the at least one and the output member in accordance with a drive mode corresponding to the connected one shift stage in a state where one of the plurality of shift stages is connected to the output member. Transmission means for performing transmission,
First determination means for determining whether or not a predetermined type of target portion defined as affecting the travel of the hybrid vehicle in the hybrid drive device is in an abnormal state;
And a connection control means for controlling the connection means so that a predetermined retreat travel is possible in the hybrid vehicle when it is determined that the target part is in the abnormal state. Drive device. The transmission means includes a first transmission having the plurality of shift stages installed in a first power transmission path between the first motor generator and the output member, and the second motor generator. A second transmission having the plurality of gear positions installed in a second power transmission path between the machine and the output member;
The said connection means is comprised so that it can selectively connect the said output member and these several gear stage with respect to each of the said 1st and 2nd transmission. Hybrid drive device. 3. The hybrid according to claim 1, wherein the first determination unit determines whether or not the first and second motor generators are in the abnormal state as the target part. 4. Drive device. When it is determined that one of the first and second motor generators is in the abnormal state, the vehicle further includes a determination unit that determines the content of the retreat travel based on a travel condition of the hybrid vehicle. ,
The hybrid drive apparatus according to claim 3, wherein the connection control means controls the connection means so that the retreat travel according to the determined content is possible. The connection control means, when it is determined that the hybrid vehicle should be driven only by the driving force of the internal combustion engine as the content of the retreat travel, the first and second motor generators for the output member The hybrid drive device according to claim 4, wherein the connecting means is controlled so that the two are connected to each other. When it is determined that power regeneration should be performed as the content of the retreat travel, the connection control unit is disconnected from the output member and the other corresponding to the one is connected to the output member. The hybrid drive apparatus according to claim 4 or 5, wherein the connecting means is controlled as follows. The hybrid drive device
Between the internal combustion engine and the first rotating element, between the first motor generator and the second rotating element, and between the second motor generator and the third rotating element. A shut-off means installed in one of them and capable of shutting off power transmission in the one;
A shut-off that controls the shut-off means so that the power transmission in the one is shut off when it is determined that the hybrid vehicle should travel without using the driving force of the internal combustion engine as the content of the retreat travel And further comprising a control means,
When it is determined that the hybrid vehicle should travel without using the driving force of the internal combustion engine as the content of the retreat travel, the one of the connection control means is disconnected from the output member, and The hybrid drive apparatus according to any one of claims 4 to 6, wherein the connection unit is controlled so that the other corresponding to one is connected to the output member. The connection control means connects the one to the output member and the other corresponding to the one to the internal combustion engine when the internal combustion engine is started in the retreat according to the determined content. The hybrid drive apparatus according to any one of claims 4 to 7, wherein the connecting means is controlled as described above. The connection control means is configured to connect the first and second motor generators to the output member when it is determined that the first and second motor generators are in the abnormal state. The hybrid drive apparatus according to any one of claims 3 to 8, wherein the connection means is controlled to control the connection means. The hybrid drive apparatus according to any one of claims 1 to 9, wherein the first determination unit determines whether the connection unit is in the abnormal state as the target portion. The hybrid drive apparatus according to claim 10, further comprising a specifying unit that specifies the usable drive mode when it is determined that the connection unit is in the abnormal state. Further comprising setting means for setting a fail-safe shift line for protecting the hybrid drive device based on the specified drive mode;
The hybrid drive apparatus according to claim 11, wherein the connection control unit controls the connection unit according to the set fail-safe shift line. After the usable drive mode is identified, further comprising a second determining means for determining whether or not the drive mode specified as unusable is truly unusable;
The said specifying means updates the said usable drive mode, when it determines with the drive mode specified as the said unusable thing being usable. Hybrid drive device. The hybrid drive apparatus according to claim 1, further comprising notification means for notifying that the target part is in an abnormal state. The power distribution means includes a sun gear and a ring gear arranged coaxially, a first pinion gear meshing with the sun gear, a second pinion gear meshing with the first pinion gear and the ring gear, and the first A planetary gear mechanism having a pinion gear and a carrier supporting the second pinion gear, wherein the first rotating element is the ring gear, the second rotating element is the sun gear, and the third gear The rotating element is the carrier;
The speed change means is respectively provided in a first power transmission path between the first motor generator and the output member and a second power transmission path between the second motor generator and the output member. The plurality of shift stages,
The plurality of shift speeds in the first power transmission path include a drive gear coupled to the sun gear and a driven gear that meshes with the drive gear and that can rotate relative to the output member,
The plurality of shift speeds in the second power transmission path each include a drive gear coupled to the carrier and a driven gear that meshes with the drive gear and is relatively rotatable with the output member;
The connection means includes a first clutch mechanism capable of selectively connecting a driven gear in the first power transmission path to the output member, and a second clutch in the second power transmission path to the output member. The hybrid drive device according to any one of claims 1 to 14, further comprising a second clutch mechanism capable of selectively connecting the driven gear.

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