JP2006347240A - Gear protection controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gear protection controller of a hybrid vehicle for protecting a pinion of a planetary gear mechanism from excessive rotation when normal traveling is shifted to a traveling mode to facilitate a countermeasure to a motor failure on the basis of the occurrence of the motor failure. <P>SOLUTION: This hybrid vehicle in which an engine E, a first motor generator MG1 for power generation and a second motor generator MG2 for driving are connected to a rotary element of a power dividing mechanism TM by a planetary gear mechanism is provided with a gear protection control means (figure 5) for, when normal traveling is shifted to a traveling mode for driving a vehicle by the power of a power source excluding a defective caused by the occurrence of the motor failure of either the first motor generator MG1 for power generation and the second motor generator MG2 for driving, controlling the number of rotation of a power source excluding the defective motor so that the pinion P of the power dividing mechanism TM of the planetary gear mechanism can be prevented from being excessively rotated. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a gear protection control device for a hybrid vehicle in which an engine, a power generation motor, and a drive motor are coupled to a rotating element of a planetary gear mechanism.

Conventionally, in a hybrid vehicle in which a power generation motor that can generate power using the power of the engine and a drive motor that can transmit power to the axle are connected via a planetary gear mechanism, a failure has occurred in which the power generation motor cannot be used. When this occurs, the vehicle is driven by the power of the drive motor (first travel mode), and when a failure occurs where the drive motor cannot be used, the engine power is driven to drive the vehicle via the power generation motor ( 2nd driving mode) (for example, refer to Patent Document 1).
JP-A-9-150638

  However, in the above conventional hybrid vehicle, when the power generation motor fails during traveling at a high vehicle speed and shifts to the state of the first traveling mode, or the driving motor fails during traveling at a high vehicle speed. When shifting to the state of the second traveling mode, the pinion of the planetary gear mechanism is over-rotated, and there is a problem that the pinion may not be protected.

  The present invention has been made by paying attention to the above problem, and is a hybrid that can protect the pinion of the planetary gear mechanism from over-rotation when shifting from a normal driving mode to a driving mode for handling a failure based on the occurrence of a motor failure. An object of the present invention is to provide a gear protection control device for a vehicle.

In order to achieve the above object, in the hybrid vehicle gear protection control device according to the present invention, in the hybrid vehicle in which the engine, the power generation motor, and the drive motor are coupled to the rotating element of the planetary gear mechanism,
Based on the occurrence of a motor failure in one of the power generation motor and the drive motor, the pinion of the planetary gear mechanism is switched from the normal travel to the travel mode in which the vehicle is driven by the power of the power source excluding the malfunction motor. Is provided with gear protection control means for controlling the rotational speed of the power source excluding the failed motor so that the motor does not over-rotate.

  Therefore, in the gear protection control device for a hybrid vehicle of the present invention, the vehicle is driven by the power of the power source excluding the failed motor from the normal running based on the occurrence of motor failure of one of the generator motor and the drive motor. When shifting to the running mode, the gear protection control means controls the rotational speed of the power source excluding the failed motor so that the pinion of the planetary gear mechanism does not over-rotate. For example, when shifting from normal driving to failure-compatible driving mode, the engine speed that was left to autonomous rotation is controlled so that it becomes the target engine speed that does not cause the pinion to over-rotate, so that the pinion speed Can be prevented from exceeding the limit value. As a result, the pinion of the planetary gear mechanism can be protected from over-rotation when shifting from the normal running to the failure handling running mode based on the occurrence of the motor failure.

  Hereinafter, the best mode for realizing a gear protection control device for a hybrid vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a drive system of a hybrid vehicle to which the gear protection control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a first motor generator MG1 (power generation motor), a second motor generator MG2 (drive motor), an output sprocket OS, And power split mechanism TM (planetary gear mechanism).

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

The first motor generator MG1 and the second motor generator MG2 are synchronous motor generators in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control command from the motor controller 2 described later, Each is controlled independently by applying a three-phase alternating current generated by the control unit 3.
Both of the motor generators MG1 and MG2 can operate as electric motors that are rotated by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “powering”), and the rotor is rotated by an external force. If it is, the battery 4 can be charged by functioning as a generator that generates electromotive force at both ends of the stator coil (hereinafter, this state is referred to as “regeneration”).

  The power split mechanism TM is configured by a simple planetary gear having a sun gear S, a pinion P, a ring gear R, and a pinion carrier PC. And the connection relationship of the input / output member with respect to the three rotating elements (sun gear S, ring gear R, and pinion carrier PC) of the simple planetary gear will be described. The sun gear S is connected to a first motor generator MG1. A second motor generator MG2 and an output sprocket OS are connected to the ring gear R. An engine E is connected to the pinion carrier PC via an engine damper ED. The output sprocket OS is connected to the left and right front wheels via a chain belt CB, a differential and a drive shaft (not shown).

Due to the above connection relationship, the first motor generator MG1 (sun gear S), the engine E (pinion carrier PC), the second motor generator MG2 and the output sprocket OS (ring gear R) are arranged in this order on the alignment chart shown in FIG. Thus, it is possible to introduce a rigid lever model (a relationship in which three rotational speeds are always connected by a straight line) that can simply express the dynamic operation of a simple planetary gear.
Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotation speed) of each rotating element, take each rotating element on the horizontal axis, and determine the spacing between each rotating element based on the gear ratio λ of sun gear S and ring gear R: (S ~ PC): (PC ~ The length ratio of R) is arranged to be 1: λ.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the control system of the hybrid vehicle in the first embodiment includes an engine controller 1, a motor controller 2, a power control unit 3 (high power unit), a battery 4 (secondary battery), and a brake controller 5. And an integrated controller 6.

  The integrated controller 6 includes an accelerator opening sensor 7, a vehicle speed sensor 8, an engine speed sensor 9, a first motor generator speed sensor 10, a second motor generator speed sensor 11, and a second motor generator. Torque sensor 27 provides input information. Note that the vehicle speed sensor 8 and the second motor generator rotation speed sensor 11 are for detecting the output rotation speed of the same power split mechanism TM, so the vehicle speed sensor 8 is omitted and the second motor generator rotation speed sensor 11 The sensor signal may be used as a vehicle speed signal.

  The brake controller 5 includes a front left wheel speed sensor 12, a front right wheel speed sensor 13, a rear left wheel speed sensor 14, a rear right wheel speed sensor 15, a steering angle sensor 16, and a master cylinder pressure sensor 17. The brake stroke sensor 18 and the lateral acceleration sensor 28 provide input information.

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

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

  The power control unit 3 constitutes a high-power unit with a high-voltage power supply system that can supply power to both motor generators MG1 and MG2 with less current, and includes a joint box, a boost converter, a drive motor inverter, And a generator generator inverter and a capacitor. A drive motor inverter is connected to the stator coil of the second motor generator MG2. A generator generator inverter is connected to the stator coil of the first motor generator MG1. The joint box is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The brake controller 5 performs ABS control according to a control command to a brake hydraulic pressure unit 19 that independently controls the brake hydraulic pressure of the four wheels during low-μ road braking, sudden braking, and the like. At the time of braking by the brake, regenerative brake cooperative control is performed by issuing a control command to the integrated controller 6 and a control command to the brake hydraulic pressure unit 19. The brake controller 5 includes wheel speed information from the wheel speed sensors 12, 13, 14, 15, steering angle information from the steering angle sensor 16, braking operation from the master cylinder pressure sensor 17 and the brake stroke sensor 18. Quantity information is entered. And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the integrated controller 6 and the brake hydraulic pressure unit 19. A front left wheel wheel cylinder 20, a front right wheel wheel cylinder 21, a rear left wheel wheel cylinder 22, and a rear right wheel wheel cylinder 23 are connected to the brake fluid pressure unit 19.

  The integrated controller 6 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 6 performs engine operating point control by a control command to the engine controller 1 during acceleration running or the like. In addition, the motor generator operating point control is performed by a control command to the motor controller 2 at the time of stopping, running, braking, or the like. The integrated controller 6 includes the accelerator opening AP, the vehicle speed VSP, the engine speed Ne, the first motor generator speed N1, and the second motor generator speed N2 from the sensors 7, 8, 9, 10, and 11. Entered. And based on these input information, a predetermined calculation process is performed and the control command by the process result is output to the engine controller 1 and the motor controller 2. FIG. The integrated controller 6 and the engine controller 1, the integrated controller 6 and the motor controller 2, and the integrated controller 6 and the brake controller 5 are connected by bidirectional communication lines 24, 25, and 26, respectively, for information exchange.

Next, driving force performance will be described.
As shown in FIG. 2 (b), the driving force of the hybrid vehicle of the first embodiment includes the engine direct driving force (the driving force obtained by subtracting the generator driving amount from the total engine driving force) and the motor driving force (both motor generators MG1). , Driving force by the sum of MG2). As shown in FIG. 2A, the maximum driving force is configured such that the lower the vehicle speed, the greater the motor driving force. In this way, since the vehicle does not have a transmission and travels by adding the direct driving force of the engine E and the motor driving force that is electrically converted, the full power of the accelerator pedal is fully opened from low speed to high speed from the state of low steady driving power. Until now, it is possible to control the driving force seamlessly with good response to the driver's required driving force (torque on demand).
In the hybrid vehicle of the first embodiment, the engine E, the motor generators MG1, MG2, and the left and right front wheels (drive wheels) are connected without a clutch via the power split mechanism TM. Further, as described above, most of the engine power is converted into electric energy by a generator, and the vehicle is driven by a motor with high output and high response. For this reason, for example, when driving on slippery roads such as an ice burn, when the driving force of the vehicle changes suddenly due to slipping of driving wheels or locking of driving wheels during braking, the power control unit 3 from excessive current It is necessary to protect the parts from the pinion over rotation of the power split mechanism TM. On the other hand, utilizing the characteristics of high-output and high-response motors, we have developed from a component protection function, which detects the driving slip of the driving wheel instantly, recovers its grip, and makes the vehicle run safely. Adopt control.

Next, the braking force performance will be described.
In the hybrid vehicle of the first embodiment, the kinetic energy of the vehicle is converted into electric energy by operating the second motor generator MG2 operating as a motor as a generator (generator) during braking by an engine brake or a foot brake. Then, a regenerative braking system that recovers and reuses the battery 4 is adopted.
As shown in Fig. 3 (a), the general regenerative brake cooperative control in this regenerative brake system calculates the required braking force with respect to the brake pedal depression amount, regardless of the magnitude of the required braking force. The required braking force is shared by the regenerative component and the hydraulic component.
On the other hand, the regenerative brake cooperative control employed in the hybrid vehicle of the first embodiment calculates the required braking force with respect to the brake pedal depression amount as shown in FIG. 3 (b), and calculates the calculated required braking force. On the other hand, the regenerative brake is given priority, and as long as the regenerative portion can cover it, the regenerative portion is expanded to the maximum without using the hydraulic component. Thereby, especially in a traveling pattern in which acceleration / deceleration is repeated, energy recovery efficiency is high, and energy recovery by regenerative braking is realized up to a lower vehicle speed.

Next, the vehicle mode will be described.
As the vehicle mode in the hybrid vehicle of the first embodiment, as shown in the alignment chart of FIG. 4, “stop mode”, “start mode”, “engine start mode”, “steady travel mode”, “acceleration mode” Have
In the “stop mode”, as shown in FIG. 4A, the engine E, the generator MG1, and the motor MG2 are stopped. In “start mode”, as shown in FIG. 4B, the vehicle starts by driving only the motor MG2. In the “engine start mode”, as shown in FIG. 4C, the sun gear S rotates and starts the engine E by the generator MG1 having a function as an engine starter. In the “steady running mode”, as shown in FIG. 4 (d), the vehicle runs mainly with the engine E, and power generation is minimized in order to increase efficiency. In the “acceleration mode”, as shown in FIG. 4 (e), the rotational speed of the engine E is increased and power generation by the generator MG1 is started, and the driving power of the motor MG2 is increased using the electric power and the electric power of the battery 4. In addition, it accelerates.
In reverse running, in the “steady running mode” shown in FIG. 4 (d), if the rotation speed of the generator MG1 is increased while the increase in the rotation speed of the engine E is suppressed, the rotation speed of the motor MG2 becomes negative. Transition and reverse travel can be achieved.

  At the time of start-up, when the ignition key is turned, the engine E starts, and after the engine E is warmed up, the engine E stops immediately. When starting or at a light load, when starting or when going down a gentle hill that runs at a very low speed, the fuel is cut in areas where engine efficiency is low, and the engine stops and the motor MG2 runs. During normal travel, the driving force of the engine E is driven directly by one of the wheels by the power split mechanism TM, while the other drives the generator MG1 and assists the motor MG2. At the time of full open acceleration, power is supplied from the battery 4 and further driving force is added. When decelerating or braking, the wheel drives the motor MG2 and acts as a generator to perform regenerative power generation. The collected electrical energy is stored in the battery 4. When the charge amount of the battery 4 decreases, the generator MG1 is driven by the engine E and charging is started. When the vehicle is stopped, the engine E is automatically stopped except when the air conditioner is used or when the battery is charged.

Next, the operation will be described.
[Gear protection control processing]
FIG. 5 is a flowchart showing the flow of the gear protection control process executed by the integrated controller 6 of the first embodiment. Each step will be described below (gear protection control means).
Note that “travel 1” refers to a first travel mode in which the vehicle is driven from the normal travel by the power of the second motor generator MG2 (drive motor) when a failure occurs in the first motor generator MG1 (power generation motor). .
Further, “travel 2” refers to a second travel mode in which the vehicle is driven via the first motor generator MG1 from the normal travel by the power of the engine E when the failure of the second motor generator MG2 (drive motor) occurs. .

  In step S1, it is determined whether or not the traveling 1 flag indicating failure of the first motor generator MG1 is ON. If Yes, the process proceeds to step S2, and if No, the process proceeds to step S5.

  In step S2, following the determination that the traveling 1 flag is ON in step S1, it is determined whether or not the pinion rotational speed absolute value | Np | exceeds the pinion rotational speed limit value Nplim. The process proceeds to step S3. If No, the process proceeds to step S4.

In step S3, following the determination that | Np |> Nplim in step S2, the target engine speed Netag at which the pinion P does not overspeed is calculated, and a command to obtain the target engine speed Netag is sent to the engine controller 1. Output and return to step S1.
Here, "target engine speed Netag"
Netag = Nr−Gp / Gr × Nplim
However, Nr: Ring gear rotation speed, Gp: Number of pinion teeth, Gr: Number of ring gear teeth, Nplim: Pinion rotation speed limit value.

  In step S4, following the determination that | Np | ≦ Nplim in step S2, the conventional traveling 1 control, that is, the engine E is left to autonomous rotation, and the vehicle is driven by the power of the second motor generator MG2. The control in the 1 running mode is executed.

  In step S5, following the determination that the travel 1 flag in step S1 is OFF, it is determined whether or not the travel 2 flag indicating failure of the second motor generator MG2 is ON. If yes, the process proceeds to step S6. If No, the process proceeds to step S9.

  In step S6, following the determination that the travel 2 flag is ON in step S5, it is determined whether or not the pinion rotation speed absolute value | Np | exceeds the pinion rotation speed limit value Nplim. The process proceeds to step S7, and if No, the process proceeds to step S8.

In step S7, following the determination that | Np |> Nplim in step S6, the target engine speed Netag at which the pinion P does not over-rotate is calculated, and a command to obtain the target engine speed Netag is sent to the engine controller 1. Output and return to step S1.
Here, "Ring Gear Speed Nr"
Nr = (1 + Gs / Gr) × Nc−Gs / Gr × Ns
"Target engine speed Netag"
Netag = Nr−Gp / Gr × Nplim
However, Nr: Ring gear speed, Nc: Carrier speed, Ns: Sun gear speed, Gp: Number of pinion teeth, Gr: Number of ring gear teeth, Gs: Number of sun gear teeth, Nplim: Pinion speed limit value Desired.

  In step S8, following the determination that | Np | ≦ Nplim in step S6, the conventional running 2 control, that is, the engine E is left to autonomous rotation, and the first motor generator MG1 is driven by the power of the engine E through the first motor generator MG1. Control in the second traveling mode for driving the vehicle is executed.

  In step S9, following the determination that the travel 2 flag is OFF in step S5, conventional travel control in each travel mode described with reference to FIG. 4 is executed.

[Background technology]
FIG. 6 is a collinear diagram showing the relationship between the ring gear rotation speed, the carrier rotation speed, and the sun gear rotation speed. The straight line (1) in FIG. 6 is in the state immediately before the failure occurs, and the straight line in (2) is immediately after the failure occurs. State, the straight line of (3) shows the state when a failure occurs from the state of (1) and the engine control of the first embodiment is applied.
The pinion speed Np is
Np = Gr / Gp × (Nr-Nc) = Gs / Gp × (Ns-Nc)
It depends on the difference between the ring gear rotation speed Nr and the carrier rotation speed Nc (Nr−Nc) and the difference between the sun gear rotation speed Ns and the carrier rotation speed Nc (Ns−Nc).

  When a failure in which the first motor generator MG1 that is a power generation motor cannot be used occurs and the vehicle shifts from normal running to the first running mode in which the vehicle is driven by the power of the second motor generator MG2, the engine is conventionally rotated autonomously. Therefore, the engine speed decreases, and the state (1) in FIG. 6 shifts to the state (2). At this time, the difference between the ring gear rotation speed Nr and the carrier rotation speed Nc changes from (Nr1-Nc1) to (Nr2-Nc2) and increases, and as is apparent from the above-described equation for the pinion rotation speed Np, The pinion speed Np may exceed the limit value.

  Further, when a failure in which the second motor generator MG2 that is a driving motor cannot be used occurs and the vehicle shifts from normal running to the second running mode in which the vehicle is driven by the power of the engine E via the first motor generator MG1, Causes the engine to rotate autonomously and increases the torque output by the first motor generator MG1, which is a power generation motor. At this time, since the load on the engine shaft increases rapidly, the engine speed decreases, and the state (1) in FIG. 6 shifts to the state (2). At this time, the difference between the ring gear rotation speed Nr and the carrier rotation speed Nc changes from (Nr1-Nc1) to (Nr2-Nc2) and increases, and as is apparent from the above-described equation for the pinion rotation speed Np, The pinion speed Np may exceed the limit value.

[Gear protection control action]
When a failure in which the first motor generator MG1, which is a power generation motor, cannot be used occurs and the vehicle shifts from normal running to the first running mode in which the vehicle is driven by the power of the second motor generator MG2, step S1 in the flowchart of FIG. → Proceed to step S2, and if it is determined in step S2 that | Np |> Nplim, the process proceeds to step S3, where the target engine speed Netag at which the pinion P does not overspeed is calculated, and this target engine A command for obtaining the rotational speed Netag is output to the engine controller 1. Further, if it is determined in step S2 that | Np | ≦ Nplim, the process proceeds to step S4, and the conventional traveling 1 control without performing the engine speed control is executed.
Thus, when shifting to the first travel mode due to the failure of the first motor generator MG1, the state is shifted from the state (1) in FIG. 6 to the state (3) by controlling the engine speed. At this time, the difference between the ring gear rotation speed Nr and the carrier rotation speed Nc changes from (Nr1-Nc1) to (Nr3-Nc3), and the change width decreases, and the pinion rotation speed Np exceeds the limit value. An over-rotation state is reliably prevented.

Further, when a failure in which the second motor generator MG2 that is a drive motor cannot be used occurs and the vehicle shifts from normal running to the second running mode in which the vehicle is driven by the power of the engine E via the first motor generator MG1, FIG. In the flowchart of FIG. 5, the process proceeds from step S1 to step S5 to step S6. If it is determined in step S6 that | Np |> Nplim, the process proceeds to step S7, and the target engine in which the pinion P does not overspeed. The rotational speed Netag is calculated, and a command for obtaining the target engine rotational speed Netag is output to the engine controller 1. If it is determined in step S6 that | Np | ≦ Nplim, the process proceeds to step S8, and the conventional traveling 2 control without performing the engine speed control is executed.
Thus, when shifting to the second traveling mode due to the failure of the second motor generator MG2, the state is shifted from the state (1) in FIG. 6 to the state (3) by controlling the engine speed. At this time, the difference between the ring gear rotation speed Nr and the carrier rotation speed Nc changes from (Nr1-Nc1) to (Nr3-Nc3), and the change width decreases, and the pinion rotation speed Np exceeds the limit value. An over-rotation state is reliably prevented.

Next, the effect will be described.
In the gear protection control device for a hybrid vehicle according to the first embodiment, the following effects can be obtained.

  (1) In a hybrid vehicle in which an engine E, a first motor generator MG1 for power generation and a second motor motor generator MG2 for driving are coupled to a rotating element of a power split mechanism TM using a planetary gear mechanism, the power generation first When one of the motor generator MG1 and the second motor motor generator MG2 for driving is shifted to a traveling mode in which the vehicle is driven by the power of the power source excluding the failed motor from normal traveling based on the occurrence of a motor failure. Gear protection control means (FIG. 5) for controlling the rotational speed of the power source excluding the failed motor is provided so that the pinion P of the power split mechanism TM by the planetary gear mechanism does not over-rotate. Based on this, the pinion P of the planetary gear mechanism can be protected from over-rotation when shifting from the normal running to the failure handling running mode.

  (2) When the first motor generator MG1 for power generation fails, the gear protection control means switches from normal running to the first running mode in which the vehicle is driven by the power of the second motor motor generator MG2 for driving. When shifting, the rotation speed of the engine E is controlled so that the pinion P of the power split mechanism TM by the planetary gear mechanism does not over-rotate, so that the pinion of the planetary gear mechanism is caused by a decrease in the rotation speed due to engine autonomy. It is possible to reliably prevent P from exceeding the limit value.

  (3) When the second motor motor generator MG2 for driving has failed, the gear protection control means drives the vehicle from the normal running by the engine power through the first motor motor generator MG1 for power generation. In order to control the rotation speed of the engine E so that the pinion P of the power split mechanism TM by the planetary gear mechanism does not over-rotate when shifting to the travel mode, the first motor generator MG1 is operated together with the autonomous rotation of the engine. It is possible to reliably prevent the pinion P of the planetary gear mechanism from exceeding the limit value due to the increase in the output torque of

  (4) In the hybrid vehicle, the planetary gear mechanism of the power split mechanism TM is a simple planetary gear set, the engine E is connected to the carrier PC that supports the pinion P of the simple planetary gear set, and the first gear for power generation is connected to the sun gear S. A motor generator MG1 is connected, and a drive unit is connected to the ring gear R together with a second motor generator MG2 for driving and a drive wheel. The gear protection control means is configured to operate from the normal travel to the first travel mode based on the occurrence of motor failure. Alternatively, when shifting to the second traveling mode, if the pinion rotation speed Np of the simple planetary gear set exceeds the pinion rotation speed limit value Nplim, the target engine rotation speed at which the pinion P of the planetary gear mechanism does not over-rotate A system that calculates Netag and performs engine control to obtain the target engine speed Netag, so that the pinion P tends to over-rotate immediately even when the running resistance changes. Yet in, that the engine speed control to monitor the pinion revolution speed Np, it is possible to protect the pinion P of planetary gear mechanism from overspeeding.

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

  In the first embodiment, as an example of the gear protection control means, the engine speed is controlled when shifting from the normal travel to the first travel mode or the second travel mode. However, the shift from the normal travel to the first travel mode is shown. At this time, at least one of the engine speed and the driving motor speed may be controlled. When the normal travel mode is shifted to the second travel mode, the engine speed and the power generation motor speed mode are controlled. Of these, at least one of the rotational speeds may be controlled. In short, the gear protection control means is based on the occurrence of a motor failure in one of the power generation motor and the drive motor, and shifts from normal travel to a travel mode in which the vehicle is driven by the power of the power source excluding the malfunction motor. Any means for controlling the rotational speed of the power source excluding the faulty motor so that the pinion of the planetary gear mechanism does not excessively rotate is included in the present invention.

  In the first embodiment, an example of application to a hybrid vehicle by front wheel drive provided with one engine, two motor generators, and a power split mechanism has been shown. In short, an engine, a power generation motor, and a drive are used as rotating elements of a planetary gear mechanism. The present invention can be applied to any hybrid vehicle in which a motor for use is connected.

1 is an overall system diagram illustrating a hybrid vehicle to which a gear protection control device of Embodiment 1 is applied. It is a driving force performance characteristic figure and driving force conceptual diagram in a hybrid vehicle to which the gear protection control device of Example 1 is applied. It is a contrast characteristic figure showing the braking force performance by regenerative cooperation in the hybrid vehicle to which the gear protection control device of Example 1 was applied. It is an alignment chart which shows each vehicle mode in the hybrid vehicle to which the gear protection control apparatus of Example 1 was applied. 6 is a flowchart illustrating a flow of a gear protection control process executed by the integrated controller according to the first embodiment. The relationship between the ring gear rotation speed, the carrier rotation speed, and the sun gear rotation speed in the state immediately before the failure occurrence (1), the state immediately after the failure occurrence (2), and the state (3) when the engine control of the first embodiment is applied is shown. It is an alignment chart.

Explanation of symbols

E engine
MG1 1st motor generator (motor for power generation)
MG2 Second motor generator (drive motor)
OS output sprocket
TM Power split mechanism (planetary gear mechanism)
1 Engine Controller 2 Motor Controller 3 Power Control Unit 4 Battery 5 Brake Controller 6 Integrated Controller 7 Accelerator Opening Sensor 8 Vehicle Speed Sensor 9 Engine Speed Sensor 10 First Motor Generator Speed Sensor 11 Second Motor Generator Speed Sensor 12 Front Left Wheel speed sensor 13 Front right wheel speed sensor 14 Rear left wheel speed sensor 15 Rear right wheel speed sensor 16 Steering angle sensor 17 Master cylinder pressure sensor 18 Brake stroke sensor 19 Brake fluid pressure unit 20 Front left wheel wheel cylinder 21 Front right wheel wheel Cylinder 22 Rear left wheel wheel cylinder 23 Rear right wheel wheel cylinder 27 Second motor generator torque sensor 28 Lateral acceleration sensor

Claims (4)

In a hybrid vehicle in which an engine, a power generation motor, and a drive motor are connected to a rotating element of a planetary gear mechanism,
Based on the occurrence of a motor failure in one of the power generation motor and the drive motor, the pinion of the planetary gear mechanism is switched from the normal travel to the travel mode in which the vehicle is driven by the power of the power source excluding the malfunction motor. A gear protection control device for a hybrid vehicle provided with gear protection control means for controlling the rotational speed of the power source excluding the failed motor so that the motor does not over-rotate. In the gear protection control device for a hybrid vehicle according to claim 1,
When the gear protection control means shifts from normal running to the first running mode in which the vehicle is driven by the power of the driving motor when the power generation motor fails, the pinion of the planetary gear mechanism is over-rotated. A gear protection control device for a hybrid vehicle, which controls the number of revolutions of the engine so that it does not occur. In the gear protection control device for a hybrid vehicle according to claim 1,
When the gear protection control means shifts from normal running to a second running mode in which the vehicle is driven via the power generation motor by engine power when a failure occurs in the drive motor, the pinion of the planetary gear mechanism is A gear protection control device for a hybrid vehicle, which controls the rotational speed of the engine so as not to overspeed. The gear protection control device for a hybrid vehicle according to any one of claims 1 to 3,
In the hybrid vehicle, the planetary gear mechanism is a simple planetary gear set, the engine is connected to the carrier that supports the pinion of the simple planetary gear set, the power generation motor is connected to the sun gear, the drive motor and the drive wheel are connected to the ring gear. With drive units connected together,
When the gear protection control means shifts from the normal travel mode to the first travel mode or the second travel mode based on the occurrence of a motor failure, the pinion rotational speed of the simple planetary gear set exceeds the pinion rotational speed limit value. A hybrid vehicle gear protection control device that calculates a target engine speed at which a pinion of the planetary gear mechanism does not over-rotate and obtains the target engine speed.

Images