JP2012131435A - Power control apparatus for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine a plurality of abnormalities including a clutch slip.SOLUTION: A vehicle 1 is mounted with an engine 21 and a motor 22 as a power source device. Between the engine 21 and the motor 22, a second clutch 27 is provided. A hybrid control apparatus 31 determines a plurality of abnormalities based on rotation speed NE of the engine 21, target torque TTQe, actual torque RTQe, rotation speed NM of the motor 22, target torque TTQm, and actual torque RTQm. A plurality of abnormalities related to the second clutch 27 includes sticking abnormality, incomplete connection abnormality, opening abnormality, and slip abnormality. A plurality of abnormalities related to the engine 21 includes abnormality of rotation speed NE, and abnormality of output. A plurality of abnormalities related to the motor 22 includes abnormality of rotation speed NM and abnormality of output. Further the hybrid control apparatus 31 executes fail-safe control corresponding to the determined abnormality.

Description

  The present invention relates to a vehicular power control apparatus that determines an abnormality of a clutch provided in a transmission path of vehicular driving power.

  2. Description of the Related Art Conventionally, a so-called hybrid vehicle including an internal combustion engine (hereinafter referred to as an engine) and an electric motor (hereinafter referred to as a motor) is known as a power source for driving the vehicle. In a hybrid vehicle, an abnormality in a power system device including an engine and a motor is detected, and appropriate measures such as fail-safe control are executed. In particular, it is required to take an appropriate measure by detecting an abnormality in the clutch that connects or disconnects the engine and the motor.

  Patent document 1 is disclosing the vehicle provided with an engine and a motor as a motive power source of in-vehicle auxiliary equipment. In this prior art, a failure in the clutch disengagement operation is detected based on the engine speed and the motor speed. This technique detects that the rotational speed has become an abnormal rotational speed that cannot normally be taken. As a result, it is possible to determine a failure of the clutch disengagement operation, that is, a clutch engagement abnormality.

JP 2008-298293 A

  However, the configuration of the prior art has a problem that only a failure of the clutch disengagement operation can be determined. For example, the prior art cannot determine an abnormal state where the clutch is in an incompletely connected state. More specifically, the prior art cannot determine an abnormality in which the clutch is slipping. In addition, the conventional technology cannot determine a release abnormality in which the clutch cannot be brought into a connected state.

  From another viewpoint, in the configuration of the related art, even when there is an abnormality in the engine and / or the motor, an abnormal rotational speed may be observed. For this reason, the conventional technique has a problem that it is not possible to identify a device in which an abnormality has occurred. That is, the conventional technique has a problem that it cannot determine abnormality of the engine and / or the motor. More specifically, the prior art cannot determine the abnormality of the equipment related to the detection of the engine speed. Moreover, the prior art cannot determine the abnormality of the device related to the detection of the rotation speed of the motor. Moreover, the prior art cannot determine the abnormality of the equipment related to the engine output. Moreover, the prior art cannot determine the abnormality of the device related to the output of the motor.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle power control apparatus that can accurately determine an abnormality of a clutch.

  Another object of the present invention is to provide a vehicular power control apparatus capable of distinguishing and determining clutch abnormality and engine abnormality.

  Another object of the present invention is to provide a vehicular power control apparatus capable of distinguishing and determining clutch abnormality and motor abnormality.

  Another object of the present invention is to provide a vehicular power control apparatus that can distinguish and determine an abnormality in engine speed and an abnormality in engine output.

  Another object of the present invention is to provide a vehicular power control apparatus capable of distinguishing and determining a motor rotation speed abnormality and a motor output abnormality.

  Another object of the present invention is to provide a vehicular power control apparatus that can distinguish and determine whether the clutch is stuck abnormally or incompletely connected.

  Another object of the present invention is to provide a vehicular power control device that can distinguish and determine clutch slip abnormality and disengagement abnormality.

  The present invention employs the following technical means to achieve the above object.

  According to the first aspect of the present invention, an engine (21) that supplies power for traveling, a motor (22) that supplies power for traveling, and an output shaft of the engine and a rotating shaft of the motor are connected or not connected. In a vehicle power control device used for a vehicle including a clutch (27) to be connected, output comparison means (48, 49, 171, 172, 189) for comparing engine output and motor output, engine Based on the comparison result of the rotation speed comparison means (50, 173, 180, 190, 197) and the comparison result of the rotation speed comparison means. Based on the first abnormality determination means (47, 176, 178, 181, 191, 198) for determining abnormality (55-59), the comparison result of the output comparison means and the comparison result of the rotation speed comparison means. Characterized in that it comprises a second abnormality determining means determines the engine abnormality (61, 66) and / or motor abnormalities (62, 68) (47,193,195).

  According to this invention, not only the determination based on the engine speed and the motor speed but also the determination based on the engine output and the motor output are used in combination. As a result, the abnormality of the clutch can be accurately determined. Further, not only a clutch abnormality but also an engine abnormality and / or a motor abnormality can be determined.

  The invention according to claim 2 is characterized in that the output comparison means compares the output of the engine with the output of the motor and determines the mode of the output relation.

  According to the present invention, the output-related mode is determined. Therefore, the first abnormality determining means can determine the clutch abnormality according to the output-related mode. Further, the second abnormality determining means can determine an engine abnormality and / or a motor abnormality according to the output-related mode. As a result, the accuracy of abnormality determination can be increased.

  According to a third aspect of the present invention, the output comparing means determines whether or not the actual output of the engine is controlled to the target output and the actual output of the motor is controlled to the target output. 48, 171) and mode determination means (49, 189) for comparing the target output of the engine with the target output of the motor and determining the mode of the output relation when negative determination is made by the output determination means. Features.

  According to the present invention, even when the system is not functioning normally, the output-related mode can be determined using the target output. As a result, the output-related mode can be accurately determined.

  According to a fourth aspect of the present invention, the mode determination means (49, 172) compares the actual output of the engine and the actual output of the motor to determine the output-related mode when an affirmative determination is made by the output determination means. It is characterized by that.

  According to the present invention, when the system is functioning normally, the output-related mode can be determined using the actual output. As a result, the output-related mode can be accurately determined based on the actual output state.

  In the invention according to claim 5, the rotation speed comparison means determines the relationship between the engine rotation speed and the motor rotation speed, and the first abnormality determination means (47, 176, 178, 181, 191 and 198) A plurality of clutch abnormalities (56, 57, 58, 59) are determined based on the comparison result of the output comparing means and the relationship determined by the rotation speed comparing means.

  According to the present invention, the relationship between the engine speed and the motor speed is determined. For example, a mathematical relationship indicated by “=”, “<”, and “>” is determined. Therefore, the first abnormality determination means can determine a plurality of abnormality of the clutch based on the output comparison result and the relationship between the rotational speeds.

  The invention described in claim 6 is characterized in that the first abnormality determination means (47, 176, 178, 181, 191, 198) determines the clutch engagement abnormality (56). According to the present invention, it is possible to determine a plurality of abnormalities including a clutch fixing abnormality.

  The invention described in claim 7 is characterized in that the first abnormality determining means (47, 176, 178, 181, 191, 198) determines an incomplete clutch engagement (57). According to the present invention, it is possible to determine a plurality of abnormalities including an incomplete clutch connection abnormality.

  The invention described in claim 8 is characterized in that the first abnormality determining means (47, 176, 178, 181, 191, 198) determines the clutch opening abnormality (58). According to the present invention, it is possible to determine a plurality of abnormalities including a release abnormality that is one of incomplete clutch engagement abnormalities.

  The invention described in claim 9 is characterized in that the first abnormality determining means (47, 176, 178, 181, 191, 198) determines clutch slip abnormality (59). According to the present invention, it is possible to determine a plurality of abnormalities including a slip abnormality that is one of incomplete clutch engagement abnormalities.

  The invention according to claim 10 is characterized in that the second abnormality determination means (47, 193, 195) determines an abnormality (66) in the engine output. According to the present invention, it is possible to determine an abnormality in the engine output by distinguishing it from an abnormality in the clutch.

  The invention according to claim 11 is characterized in that the second abnormality determination means (47, 193, 195) determines an abnormality (68) in the output of the motor. According to the present invention, it is possible to determine the abnormality of the motor output in distinction from the abnormality of the clutch.

  The invention according to claim 12 further includes engine speed determining means (51, 183) for determining whether or not the engine speed is within a normal range, and the second abnormality determining means (47, 184) includes: When a negative determination is made by the engine speed determination means, an abnormality (65) in the engine speed is determined. According to the present invention, it is possible to determine the abnormality of the device that detects the engine speed, in distinction from the abnormality of the clutch.

  The invention described in claim 13 further includes motor rotation speed determination means (51, 186) for determining whether the rotation speed of the motor is within a normal range, and the second abnormality determination means (47, 187) includes: When a negative determination is made by the motor rotational speed determination means, an abnormality (67) in the rotational speed of the motor is determined. According to the present invention, it is possible to determine the abnormality of the device that detects the rotation speed of the motor, distinguishing it from the abnormality of the clutch.

  The invention described in claim 14 further includes a plurality of abnormalities determined by the first abnormality determining means (47, 176, 178, 181, 191, 198) and the second abnormality determining means (47, 193, 195). A plurality of fail-safe control means (177, 179, 182, 185, 188, 192, 194, 196, 199) corresponding to the above are provided. According to the present invention, fail-safe control according to a plurality of abnormalities can be provided.

  The invention described in claim 15 is characterized in that the output is torque or horsepower.

  According to a sixteenth aspect of the present invention, the vehicle further includes another clutch (26) provided between the power unit including the engine (21) and the motor (22) and the drive wheel (23) of the vehicle. It is characterized by that.

  Note that the reference numerals in parentheses described in the claims and the above-described means indicate the correspondence with the specific means described in the embodiments described later as one aspect, and are technical terms of the present invention. It does not limit the range.

It is a block diagram which shows the structure of the vehicle which concerns on 1st Embodiment to which this invention is applied. It is a block diagram which shows the abnormality detection means of 1st Embodiment. It is a flowchart which shows a part of power control process of 1st Embodiment. It is a flowchart which shows a part of motive power control process of 1st Embodiment, Comprising: It is a figure connected with the flowchart illustrated in FIG. 3 in the symbol III and the symbol IV. It is a flowchart which shows a part of power control process of 1st Embodiment, Comprising: It is a figure connected with the flowchart illustrated in FIG.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration. Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not explicitly stated unless there is a problem with the combination. Is also possible.

(First embodiment)
FIG. 1 is a block diagram showing a configuration of a vehicle 1 according to a first embodiment to which the present invention is applied. The vehicle 1 is a so-called hybrid vehicle in which an internal combustion engine (hereinafter referred to as an engine) and a motor generator (hereinafter referred to as a motor) are mounted and combined to obtain driving power. The vehicle 1 includes a drive system device 2 and a control system device 3.

  The drive system device 2 includes an engine (EG) 21 and a motor (MG) 22 as power sources for supplying power for traveling of the vehicle 1. The drive system device 2 includes a differential gear (DF) 24 connected to the drive wheels 23 and a transmission (TM) 25. The input shaft of the transmission 25 is driven by at least one of the engine 21 and the motor (MG) 22. That is, only the engine 21, only the motor 22, or both the engine 21 and the motor 22 are used as power sources. The engine 21 is a gasoline engine or a diesel engine. The motor 22 is a motor generator. The motor 22 functions as an electric motor when supplied with electric power, and supplies driving power. Further, the motor 22 functions as an electric motor when supplied with electric power, and can rotate the engine 21 to start or assist the engine 21. Furthermore, the motor 22 can function as a generator when the motor 22 is driven by the drive wheels 23 or by the engine 21. In this case, the motor 22 can function as a speed reducer for the vehicle 1 or a battery charger. The engine 21 and the motor 22 are connected in series to the input shaft of the transmission 25. Therefore, the power of the output shaft of the engine 21 is transmitted to the input shaft of the transmission 25 via the motor 22.

  A first clutch 26 is provided between the input shaft of the transmission 25 and the rotating shaft of the motor 22. The first clutch 26 completely connects the rotating shaft of the motor 22 and the input shaft of the transmission 25 when in the connected state. The first clutch 26 completely shuts off power input to the input shaft of the transmission 25 when in the disconnected state. The first clutch 26 provides an intermittent means for interrupting mechanical interlocking between the power unit including the engine 21 and the motor 22 and the drive wheel 23.

  A second clutch 27 is provided between the output shaft of the engine 21 and the rotation shaft of the motor 22. The second clutch 27 completely connects the output shaft of the engine 21 and the rotation shaft of the motor 22 when in the connected state. The second clutch 27 completely opens the space between the output shaft of the engine 21 and the rotation shaft of the motor 22 when in the disconnected state. The second clutch 27 provides an intermittent means for interrupting mechanical interlocking between the output shaft of the engine 21 and the rotating shaft of the motor 22.

  The control system device 3 constitutes a vehicle power control device that controls the driving of the vehicle 1 by controlling the drive system device 2. The control system device 3 includes a plurality of control devices that control a plurality of devices such as the engine 21, the motor 22, the transmission 25, the first clutch 26, and the second clutch 27 that belong to the drive system device 2. The control device is provided by a microcomputer including a computer-readable storage medium. The storage medium stores a computer-readable program. The storage medium can be provided by a memory. By being executed by the control device, the program causes the control device to function as the device described in this specification, and causes the control device to function so as to execute the control method described in this specification. The means provided by the control device can also be called a functional block or module that achieves a predetermined function.

  The control system device 3 includes a hybrid control device (HV-ECU) 31, an engine control device (EG-ECU) 32, a motor control device (MG-ECU) 33, sensors and actuators 34-38, and the like. Is provided. The hybrid control device 31 controls the drive system device 2 and also controls the engine control device 32 and the motor control device 33. The hybrid control device 31 determines the output of the engine 21 and the output of the motor 22 based on at least the driver's instruction and the state of charge of the battery, and commands the engine control device 32 and the motor control device 33.

  For example, the hybrid control device 31 determines a control mode as a hybrid vehicle. Here, the regeneration mode in which the motor 22 functions as a generator or the power running mode in which the motor 22 functions as an electric motor is determined. The hybrid control device 31 determines and commands the output of the engine 21 and the output of the motor 22 according to the control mode. In the regeneration mode, the hybrid control device 31 determines a target torque TTQe corresponding to the output of the engine 21 and a target torque TTQm corresponding to the output of the motor 22 so that the motor 21 and the drive wheels 23 are driven by the engine 21. And outputs a command signal. In the power running mode, the hybrid control device 31 determines a target torque TTQe corresponding to the output of the engine 21 and a target torque TTQm corresponding to the output of the motor 22 so that the drive wheels 23 are driven by the motor 22. The command signal is output.

  Further, the hybrid control device 31 controls the actuator 34 of the first clutch 26 to control the first clutch 26 in a connected state or a non-connected state. Further, the hybrid control device 31 controls the actuator 35 of the second clutch 27 to control the second clutch 27 to be in a connected state or a non-connected state.

  The engine control device 32 controls the engine 21 in response to a command from the hybrid control device 31. The engine 21 is provided with a rotation speed sensor 36 that detects the rotation speed NE of the engine 21. The engine control device 32 detects the rotational speed NE of the engine 21 based on a signal from the rotational speed sensor 36. The engine control device 32 transmits the rotational speed NE to the hybrid control device 31. The engine 21 is provided with an in-cylinder pressure sensor 37 as a torque detection sensor for detecting the actual torque RTQe actually generated by the engine 21. The in-cylinder pressure sensor 37 detects the pressure in the combustion chamber of the engine 21. The engine control device 32 detects an actual torque RTQe indicating an output actually generated by the engine 21 based on a signal from the in-cylinder pressure sensor 37. The engine control device 32 transmits the actual torque RTQe to the hybrid control device 31.

  The motor control device 33 is configured as an inverter device. The motor control device 33 controls a plurality of switch elements of the inverter circuit in response to a command from the hybrid control device 31. The motor 22 is provided with a rotation speed sensor 38 for detecting the rotation speed NM of the motor 22. The motor control device 33 detects the rotational speed NM of the motor 22 based on the signal from the rotational speed sensor 38. The motor control device 33 transmits the rotation speed NM to the hybrid control device 31. The motor control device 33 detects an actual torque RTQm indicating the output actually generated by the motor 22 based on the value of the current flowing through the motor 22. The motor control device 33 transmits the actual torque RTQm to the hybrid control device 31.

  FIG. 2 is a block diagram showing the abnormality detection means of the first embodiment. In the figure, functional modules used to identify a plurality of abnormal modes are shown as blocks. The control system device 3 provides means for determining whether the system including the second clutch 27, the engine 21, and the motor 22 is normal or abnormal. Furthermore, the control system device 3 provides a device for identifying an abnormal device or an abnormal state.

  A plurality of indicators used for executing the abnormality determination process are provided by modules 41 to 46 included in the control system device 3. The module 41 calculates a target torque TTQe of the engine 21. The module 41 is provided by the hybrid control device 31. The module 41 is also referred to as an engine target torque setting module 41. The module 42 calculates a target torque TTQm for the motor 22. Module 42 is provided by hybrid controller 31. The module 42 is also called a motor target torque setting module 42. The module 43 calculates the actual torque RTQe of the engine 21. The module 43 is provided by the engine control device 32 and the hybrid control device 31. The module 43 is also called an engine actual torque detection module 43. The module 44 calculates the actual torque RTQm of the motor 22. The module 44 is provided by the motor control device 33 and the hybrid control device 31. The module 44 is also referred to as a motor actual torque detection module 44. The module 45 calculates the rotational speed NE of the engine 21. The module 45 is provided by the engine control device 32 and the hybrid control device 31. The module 45 is also referred to as an engine speed detection module 45. The module 46 calculates the rotational speed NM of the motor 22. The module 46 is provided by the motor control device 33 and the hybrid control device 31. The module 46 is also called a motor rotation number detection module 46.

  A plurality of indices are input to the determination module 47. The determination module 47 determines whether the system is normal or the system is abnormal by determining whether or not the plurality of indices satisfy a predetermined condition. Further, the determination module 47 determines a device having an abnormality by determining whether or not a plurality of indices satisfy a predetermined condition. In addition, the determination module 47 determines an abnormal state of a specific device by determining whether or not a plurality of indices satisfy a predetermined condition.

  The determination module 47 includes a torque determination module 48 that determines whether or not the indices TTQe, TTQm, RTQe, and RTQm related to torque satisfy a predetermined first condition. The first condition is set so as to determine whether or not the system has achieved the target value. Specifically, it is determined whether the actual output of the engine 21 is controlled to the target output and whether the actual output of the motor 22 is controlled to the target output. More specifically, it is determined that the target torque and the actual torque match, or that they are within a predetermined allowable error range. For example, the first condition is that the target torque TTQe and the actual torque RTQe match, and the target torque TTQm and the actual torque RTQm match.

  The determination module 47 includes a mode determination module 49 that determines whether the control mode by the hybrid control device 31 is in the regeneration mode or the power running mode. The control mode can be determined based on whether or not the indices TTQe, TTQm, RTQe, and RTQm related to the torque satisfy a predetermined second condition. For example, the magnitude relationship between the target torque TTQe and the target torque TTQm or the magnitude relationship between the actual torque RTQe and the actual torque RTQm may indicate the control mode. The torque determination module 48 and the mode determination module 49 provide output comparison means for comparing the output of the engine 21 and the output of the motor 22. The torque determination module 48 provides output determination means for determining whether the actual output of the engine 21 is controlled to the target output and whether the actual output of the motor 22 is controlled to the target output. It can be said that the mode determination module 49 determines the mode of the output relationship between the engine 21 and the motor 22.

  The determination module 47 includes a rotation speed comparison module 50 that compares the rotation speed NE with the rotation speed NM and determines the relationship between them. The rotation speed comparison module 50 determines whether the relationship between the rotation speed NE and the rotation speed NM is NE = NM, NE <NM, or NE> NM. Here, it is assumed that NE = NM is also determined when the rotational speed NE and the rotational speed NM are within a predetermined allowable error range. The comparison between the rotational speed NE and the rotational speed NM determines whether the second clutch 27 is in a completely connected state or an incompletely connected state. A complete connection state is observed when the second clutch 27 is functioning normally and when the second clutch 27 is stuck. The incompletely connected state is the case where the second clutch 27 is out of order and the case where the output torque between the engine 21 and the motor 22 is so different that the second clutch 27 cannot maintain the connected state. This is observed when a failure occurs in the motor 21 and / or the motor 22. The rotation speed comparison module 50 provides a rotation speed comparison unit that compares the rotation speed NE of the engine 21 with the rotation speed NM of the motor 22.

  The determination module 47 includes a rotation speed determination module 51 that determines whether or not the rotation speed NE and the rotation speed NM satisfy a predetermined third condition. The third condition can be set so as to determine whether or not the device for detecting the rotational speed NE and / or the rotational speed NM is normal. For example, the third condition can be that the rotational speed NE is within a normal range that can normally be taken. When the rotational speed NE is not within the normal range, it is presumed that the equipment related to the engine 21 has malfunctioned. Further, the third condition can be that the rotational speed NM is within a normal range that can normally be taken. When the rotational speed NM is not within the normal range, it is presumed that a device related to the motor 22 is abnormal. Furthermore, the third condition can be that the rotational speed NE is in a normal range and the rotational speed NM is in a normal range. The rotational speed determination module 51 provides an engine rotational speed determination means that determines whether or not the rotational speed NE is within a normal range. The rotation speed determination module 51 provides a motor rotation speed determination means for determining whether or not the rotation speed NM is within a normal range.

  The determination results listed below are obtained by the plurality of determination modules 48-51.

  (A) The torque determination module 48 determines that the system has achieved the target value.

  (B) The torque determination module 48 determines that the system has not achieved the target value.

  (C) The mode determination module 49 determines that the regeneration mode is set.

  (D) The mode determination module 49 determines that the power running mode is set.

  (E) The rotation speed comparison module 50 determines that NE = NM.

  (F) The rotation speed comparison module 50 determines that NE <NM or NE> NM.

  (G) The rotation speed comparison module 50 determines NE> NM.

  (H) The rotation speed comparison module 50 determines that NE <NM.

  (I) The rotation speed determination module 51 determines that NE and NM are normal.

  (J) The rotation speed determination module 51 determines that NE is not normal.

  (K) The rotation speed determination module 51 determines that NM is not normal.

  The determination module 47 includes a combination determination module 52 that provides a plurality of determination results described below based on a combination of determination results from the plurality of modules 48-51. Then, the hybrid control device 31 provides a plurality of operation modes according to the determination results. The hybrid control device 31 executes the following determination process when outputting a control signal for controlling the second clutch 27 to the connected state.

(Normal / abnormal judgment)
The combination determination module 52 determines at least whether the system is normal or system abnormal. The combination determination module 52 determines that the system is normal when both (A) and (E) are satisfied. In this case, a normal determination 53 is provided. Thus, the combination determination module 52 provides a normal determination unit that determines normality of the system. In response to the normality determination 53, the hybrid control device 31 provides control as a normal hybrid vehicle.

  The determination module 47 determines that some abnormality has occurred in the system when at least one of the above (A) and (E) is not satisfied. In this case, an abnormality determination 54 is provided. Thus, the combination determination module 52 provides an abnormality determination unit that determines an abnormality of the system. As a result, the hybrid control device 31 can execute abnormal control such as fail-safe control.

(Determination of abnormal equipment)
Furthermore, the combination determination module 52 determines a device having an abnormality based on the combination of determination results. The combination determination module 52 can identify a device in which an abnormality has occurred. Here, the abnormality of the second clutch 27, the abnormality of the engine system device, or the abnormality of the motor system device is determined.

  For example, when both (A) and (F) are satisfied, the abnormality of the second clutch 27 is determined. Furthermore, the abnormality of the second clutch 27 is also determined when all of the above (B), (E), and (I) are satisfied. In these cases, clutch determination 55 is provided. Thus, the combination determination module 52 provides clutch abnormality determination means for determining abnormality of the second clutch 27.

  Further, when both (B) and (J) are satisfied, an abnormality in the engine system device is determined. Furthermore, when all of the above (B), (C), (G), and (I) are satisfied, the abnormality of the engine system device is determined. Furthermore, when all of the above (B), (D), (H), and (I) are satisfied, the abnormality of the engine system device is determined. In these cases, it is determined that the rotational speed NE and the rotational speed NM do not satisfy the conditions corresponding to the control mode. In these cases, an engine system determination 61 is provided. As described above, the combination determination module 52 provides an engine abnormality determination unit that determines an abnormality of a device related to the engine 21.

  Further, when both (B) and (K) are satisfied, the abnormality of the motor system device is determined. Furthermore, when all of the above (B), (C), (H), and (I) are satisfied, the abnormality of the motor system device is determined. Further, even when all of the above (B), (D), (G), and (I) are satisfied, the abnormality of the motor system device is determined. In these cases, it is determined that the rotational speed NE and the rotational speed NM do not satisfy the conditions corresponding to the control mode. In these cases, motor system determination 62 is provided. As described above, the combination determination module 52 provides a motor abnormality determination unit that determines an abnormality of a device related to the motor 22.

  As a result, the hybrid control device 31 can select and execute a plurality of abnormal-time controls according to the devices in which an abnormality has occurred. The control at the time of abnormality can be set to different control contents for each device in which an abnormality has occurred.

(Determination of abnormal state)
In addition, the combination determination module 52 determines the abnormal state of the abnormal device, that is, the type of abnormality. As a result, the hybrid control device 31 can execute the abnormal time control according to the abnormal state of the device causing the abnormality.

  The combination determination module 52 provides an adhesion determination 56 and an incomplete connection determination 57 in the case of the clutch determination 55. The sticking determination 56 indicates that the second clutch 27 is stuck. For example, when all of the above (B), (E), and (I) are satisfied, a sticking abnormality is determined. In this case, a sticking determination 56 is provided. Thus, the combination determination module 52 provides a sticking abnormality determination unit that determines a sticking abnormality of the second clutch 27. In addition, in determining the sticking abnormality, in addition to the above conditions, even if a control signal for controlling the second clutch 27 to be in a disconnected state is given, (E) indicating that the second clutch 27 is in a connected state is detected. May be used as an additional condition.

  The incomplete connection determination 57 indicates that the second clutch 27 is in an incompletely connected state. For example, when both (A) and (F) are satisfied, an incomplete connection abnormality is determined. In this case, an incomplete connection determination 57 is provided. Thus, the combination determination module 52 provides an incomplete connection abnormality determination unit that determines an incomplete connection abnormality of the second clutch 27.

  In addition, the combination determination module 52 identifies the abnormal state of the second clutch 27 in more detail. The combination determination module 52 provides an opening determination 58 and a slip determination 59 in the case of the incomplete connection determination 57. The release determination 58 indicates that the second clutch 27 is in the disconnected state, that is, the released state, even though the second clutch 27 is controlled to be in the connected state. The slip determination 59 indicates that the second clutch 27 is not in a completely connected state and slipping occurs.

  For example, when all of the above (A), (C), and (H) are satisfied, the open abnormality is determined. Furthermore, an open abnormality is also determined when all of the above (A), (D), and (G) are satisfied. In these cases, it is determined that the rotational speed NE and the rotational speed NM do not satisfy the conditions corresponding to the control mode. In these cases, an open decision 58 is provided. As described above, the combination determination module 52 provides an opening abnormality determination unit that determines an opening abnormality of the second clutch 27.

  For example, the slip abnormality is determined when all of the above (A), (C), and (G) are satisfied. Further, slip abnormality is also determined when all of the above (A), (D), and (H) are satisfied. In these cases, it is determined that the rotational speed NE and the rotational speed NM do not satisfy the conditions corresponding to the control mode. In these cases, a slip determination 59 is provided. Thus, the combination determination module 52 provides a slip abnormality determination unit that determines a slip abnormality of the second clutch 27.

  The combination determination module 52 provides an engine detection system determination 65 and an engine torque determination 66 in the case of the engine system determination 61. The engine detection system determination 65 indicates an abnormality of the device related to the detection of the rotational speed NE. The engine torque determination 66 indicates that the torque output from the engine 21 is in an abnormal state, that is, an abnormality of a device related to the torque generation of the engine 21.

  For example, when both (B) and (J) are satisfied, the abnormality of the detection system device of the engine 21 is determined. In this case, an engine detection system determination 65 is provided. Thus, the combination determination module 52 provides an engine speed abnormality determining means for determining an abnormality in the engine speed detection system of the engine 21.

  For example, when all of the above (B), (C), (G), and (I) are satisfied, an abnormality in the output torque of the engine 21 is determined. Furthermore, when all of the above (B), (D), (H), and (I) are satisfied, an abnormality in the output torque of the engine 21 is determined. In this case, an engine torque determination 66 is provided. Thus, the combination determination module 52 provides an engine output abnormality determination unit that determines abnormality in the output of the engine 21.

  The combination determination module 52 provides a motor detection system determination 67 and a motor torque determination 68 in the case of the motor system determination 62. The motor detection system determination 67 indicates an abnormality of the device related to the detection of the rotational speed NM. The motor torque determination 68 indicates that the torque output from the motor 22 is in an abnormal state, that is, an abnormality of the device related to the torque generation of the motor 22.

  For example, if both (B) and (K) are satisfied, the abnormality of the detection system device of the motor 22 is determined. In this case, a motor detection system determination 67 is provided. As described above, the combination determination module 52 provides a motor rotation speed abnormality determination unit that determines abnormality of the rotation speed detection system of the motor 22.

  For example, if all of the above (B), (C), (H), and (I) are satisfied, an abnormality in the output torque of the motor 22 is determined. Further, when all of the above (B), (D), (G), and (I) are satisfied, an abnormality in the output torque of the motor 22 is determined. In these cases, a motor torque determination 68 is provided. Thus, the combination determination module 52 provides a motor output abnormality determination unit that determines abnormality in the output of the motor 22.

  As described above, the determination module 47 includes the first abnormality determination unit that determines abnormality of the second clutch 27 based on the comparison result of the output comparison unit and the comparison result of the rotation speed comparison unit, and the output comparison unit. And a second abnormality determining means for determining an abnormality of the engine 21 and an abnormality of the motor based on the comparison result of the above and the comparison result of the rotation speed comparing means. The rotation speed comparison means determines the relationship between the rotation speed NE of the engine 21 and the rotation speed NM of the motor 22. The first abnormality determination means determines a plurality of abnormalities 56, 57, 58, 59 of the second clutch 27 based on the comparison result of the output comparison means and the relationship determined by the rotation speed comparison means. The plurality of abnormalities include two or more of a fixing abnormality 56, an incomplete connection abnormality 57, an opening abnormality 58, and a slip abnormality 59. The second abnormality determining means determines an abnormality 66 in the output of the engine 21. The second abnormality determination means determines an abnormality 68 in the output of the motor 22. The second abnormality determining means determines an abnormality 65 of the rotational speed NE of the engine 21 when a negative determination is made by the engine rotational speed determining means. The second abnormality determination means determines an abnormality 67 of the rotation speed NM of the motor 22 when a negative determination is made by the motor rotation speed determination means.

  3, 4 and 5 are flowcharts showing the power control process of the first embodiment. 3 and 4 are diagrams connected by symbol III and symbol IV. FIG. 4 and FIG. 5 are diagrams in which symbol IV and symbol V are connected. The plurality of modules in FIG. 2 are provided by the control processes in FIGS. 3, 4, and 5. Further, the combination determination module 52 of FIG. 2 is provided according to the order of determination steps in the flowchart.

  The power control process 170 is mainly executed by the hybrid control device 31. In step 171, it is determined whether or not the target torque TTQe and the actual torque RTQe match, and the target torque TTQm and the actual torque RTQm match. If the above conditional expression is satisfied, the process branches to step 172. If a negative determination is made in step 171, the process proceeds to step 183. Step 171 provides a torque determination module 48.

  In step 172, the actual torque RTQe and the actual torque RTQm are compared. When RTQe> RTQm, it can be determined that the regeneration mode is in which the motor 22 is driven by the engine 21, and the process proceeds to step 173. If RTQe ≦ RTQm, it can be determined that the motor 22 is in the power running mode in which the engine 21 is driven, and the routine proceeds to step 180. Step 172 provides a first mode determination module 49. The process in step 172 can be replaced with a comparison process between the target torque TTQe and the target torque TTQm. Step 172 provides mode determination means for comparing the actual output of the engine 21 and the actual output of the motor 22 to determine the output-related mode when an affirmative determination is made by the output determination means provided by the step 171.

  In step 173, the rotational speed NE and the rotational speed NM are compared. Further, step 173 includes processing for determining that the state of the comparison result has continued for a predetermined time. Thus, if each comparison state continues for a predetermined time, the process branches off from step 173 and proceeds. Step 173 provides the rotation speed comparison module 50.

  If NE = NM, the process proceeds to step 174 where it is determined that the system is normal and stored. In step 175, normal hybrid control is executed.

  If NE> NM, the process proceeds to step 176, where it is determined that the system is abnormal and stored. In step 176, the abnormality of the second clutch 27 is determined. In step 176, an incomplete connection abnormality is determined. In step 176, the slip abnormality of the second clutch 27 is determined. In step 177, the first fail-safe control corresponding to the slip abnormality of the second clutch 27 is executed. In step 177, the first stage control for limiting the output of the engine 21 so as not to cause the slip in the second clutch 27, and the second stage control for stopping the engine 21 when the slip still occurs in the first stage control. Execute. In the first stage control, the hybrid control device 31 outputs a control signal for continuing the connected state to the second clutch 27. Furthermore, the hybrid control device 31 limits the output torque of the engine 21. In the second stage control, the hybrid control device 31 outputs a control signal for continuing the non-connected state to the second clutch 27. Further, the hybrid control device 31 outputs a control signal to the engine control device 32 so as to stop the operation of the engine 21. Further, the hybrid control device 31 outputs a control signal to the motor control device 33 so that the vehicle 1 is driven only by the motor 22.

  If NE <NM, the process proceeds to step 178 where it is determined that the system is abnormal and stored. In step 178, the abnormality of the second clutch 27 is determined. In step 178, an incomplete connection abnormality is determined. In step 178, it is determined whether the second clutch 27 is abnormally released. In step 179, the second fail-safe control corresponding to the abnormal release of the second clutch 27 is executed. In step 179, the hybrid control device 31 outputs a control signal for continuing the non-connected state to the second clutch 27. Further, the hybrid control device 31 outputs a control signal to the engine control device 32 so as to stop the operation of the engine 21. Further, the hybrid control device 31 outputs a control signal to the motor control device 33 so that the vehicle 1 is driven only by the motor 22.

  In step 180, the rotational speed NE and the rotational speed NM are compared. Further, step 180 includes a process for determining that the state of the comparison result has continued for a predetermined time. Thus, if each comparison state continues for a predetermined time, the process branches off from step 180 and proceeds. Step 180 provides the rotation speed comparison module 50. If NE = NM, go to Step 174. If NE> NM, go to step 178. If NE <NM, go to Step 181.

  In step 181, it is determined that the system is abnormal and stored. In step 181, the abnormality of the second clutch 27 is determined. In step 181, incomplete connection abnormality is determined. In step 181, a slip abnormality of the second clutch 27 is determined. In step 182, the third fail-safe control corresponding to the slip abnormality of the second clutch 27 is executed. In step 182, first stage control for limiting the output of the motor 22 so as not to cause slippage in the second clutch 27 and second stage control for stopping the engine 21 when slipping still occurs in the first stage control. Execute. In the first stage control, the hybrid control device 31 outputs a control signal for continuing the connected state to the second clutch 27. Further, the hybrid control device 31 limits the output torque of the motor 22. In the second stage control, the hybrid control device 31 outputs a control signal for continuing the non-connected state to the second clutch 27. Further, the hybrid control device 31 outputs a control signal to the engine control device 32 so as to stop the operation of the engine 21. Further, the hybrid control device 31 outputs a control signal to the motor control device 33 so that the vehicle 1 is driven only by the motor 22.

  In step 183, it is determined whether or not the rotational speed NE is within a normal range. If the rotational speed NE is not within the normal range, the process proceeds to step 184. When the rotational speed NE is in the normal range, the process proceeds to step 186. In step 186, it is determined whether or not the rotational speed NM is within a normal range. If the rotational speed NM is not within the normal range, the process proceeds to step 187. If the rotational speed NM is in the normal range, the process proceeds to step 189. Step 183 and step 186 provide the rotational speed determination module 51.

  In step 184, it is determined that the system is abnormal and stored. In step 184, an abnormality in the detection system device of the engine 21 is determined. In step 185, the fourth failsafe control corresponding to the abnormality of the engine 21 is executed. For example, the hybrid control device 31 outputs a control signal that continues to be disconnected from the second clutch 27. Further, the hybrid control device 31 outputs a control signal to the engine control device 32 so as to stop the operation of the engine 21. Further, the hybrid control device 31 outputs a control signal to the motor control device 33 so that the vehicle 1 is driven only by the motor 22.

  In step 187, it is determined that the system is abnormal and stored. In step 187, the abnormality of the detection system device of the motor 22 is determined. In step 188, the fifth fail-safe control corresponding to the abnormality of the motor 22 is executed. For example, the hybrid control device 31 outputs a control signal that continues to be connected to the second clutch 27. Further, the hybrid control device 31 outputs a control signal to the motor control device 33 so as to stop the operation of the motor 22. Further, the hybrid control device 31 outputs a control signal to the engine control device 32 so that the vehicle 1 is driven only by the engine 21.

  In step 189, the target torque TTQe and the target torque TTQm are compared. When TTQe> TTQm, it can be determined that the regeneration mode is in which the motor 22 is driven by the engine 21, and the process proceeds to Step 190. In the case of TTQe ≦ TTQm, it can be determined that the power running mode is in which the engine 21 is driven by the motor 22, and the process proceeds to Step 197. Step 189 provides a second mode determination module 49. In step 189, since there is a possibility of torque abnormality, the control mode is determined based on the target torque TTQe and the target torque TTQm. Step 189 provides a mode determination means for comparing the target output of the engine 21 with the target output of the motor 22 and determining a mode related to the output when a negative determination is made by the output determination means provided in Step 171.

  In step 190, the rotational speed NE and the rotational speed NM are compared. Further, step 190 includes processing for determining that the comparison result state has continued for a predetermined time. Thus, if each comparison state continues for a predetermined time, the process branches off from step 190 and proceeds. Step 190 provides the rotation speed comparison module 50.

  If NE = NM, the process proceeds to step 191 where it is determined that the system is abnormal and stored. In step 191, abnormality of the second clutch 27 is determined. In step 191, it is determined whether the second clutch 27 is stuck abnormally. In step 192, sixth fail-safe control corresponding to the abnormality in the fixation of the second clutch 27 is executed. In step 192, the hybrid control device 31 outputs a control signal to the engine control device 32 and the motor control device 33 so that the vehicle 1 is driven only by the engine 21 while the second clutch 27 is in the connected state. For example, the hybrid control device 31 outputs a control signal that continues to be connected to the second clutch 27. Further, the hybrid control device 31 outputs control signals to the engine control device 32 and the motor control device 33 so that TTQe> TTQm. For example, the output torque of the motor 22 is limited. That is, the hybrid control device 31 outputs a control signal to the engine control device 32 and the motor control device 33 so that the vehicle 1 is driven only by the engine 21 while allowing the regenerative operation by the motor 22.

  If NE <NM, the process proceeds to step 193, where it is determined that the system is abnormal and stored. In step 193, the abnormality of the motor 22 is determined. In step 193, it is determined whether the output torque of the motor 22 is abnormal. In step 194, seventh fail-safe control corresponding to the abnormality of the motor 22 is executed. In step 194, the hybrid control device 31 outputs a control signal to the engine control device 32 and the motor control device 33 so that the vehicle 1 is driven only by the engine 21 while the second clutch 27 is in the connected state. For example, the hybrid control device 31 outputs a control signal that continues to be connected to the second clutch 27. Further, the hybrid control device 31 outputs control signals to the engine control device 32 and the motor control device 33 so that TTQe> TTQm. That is, the hybrid control device 31 causes the vehicle 1 to travel only by the engine 21 while allowing the regenerative operation by the motor 22.

  If NE> NM, the process proceeds to step 195, where it is determined that the system is abnormal and stored. In step 195, an abnormality of the engine 21 is determined. In step 195, it is determined whether the output torque of the engine 21 is abnormal. In step 196, the eighth failsafe control corresponding to the abnormality of the engine 21 is executed. In step 196, the hybrid control device 31 outputs a control signal to the engine control device 32 and the motor control device 33 so that the vehicle 1 is driven only by the motor 22 while the second clutch 27 is not connected. For example, the hybrid control device 31 outputs a control signal that continues to be disconnected from the second clutch 27. Further, the hybrid control device 31 outputs control signals to the engine control device 32 and the motor control device 33 so that TTQe> TTQm. That is, the hybrid control device 31 causes the vehicle 1 to travel using only the motor 22.

  In step 197, the rotational speed NE and the rotational speed NM are compared. Further, step 197 includes processing for determining that the comparison result state has continued for a predetermined time. Thus, if each comparison state continues for a predetermined time, the process branches off from step 197. Step 197 provides the rotation speed comparison module 50. If NE> NM, the process proceeds to step 193. If NE <NM, go to Step 195. If NE = NM, go to Step 198.

  In step 198, it is determined that the system is abnormal and stored. In step 198, the abnormality of the second clutch 27 is determined. In step 198, it is determined whether or not the second clutch 27 is stuck. In step 199, ninth fail-safe control corresponding to the abnormality in the fixation of the second clutch 27 is executed. In step 199, the hybrid control device 31 outputs a control signal to the engine control device 32 and the motor control device 33 so that the vehicle 1 is driven only by the engine 21 while the second clutch 27 is in the connected state. For example, the hybrid control device 31 outputs a control signal that continues to be connected to the second clutch 27. Further, the hybrid control device 31 forcibly starts the engine 21 and outputs a control signal to the engine control device 32 so as to operate the engine 21 regardless of the determination of TTQe ≦ TTQm in step 189. The hybrid control device 31 preferably outputs control signals to the engine control device 32 and the motor control device 33 so that TTQe> TTQm. That is, the hybrid control device 31 causes the vehicle 1 to travel only by the engine 21 while allowing the regenerative operation by the motor 22.

  According to this embodiment, not only the determination based on the rotational speed NE and the rotational speed NM but also the determination based on the engine outputs TTQe, RTQe and the motor outputs TTQm, RTQm are used in combination. As a result, the abnormality of the second clutch 27 can be accurately determined. Further, not only the abnormality of the second clutch 27 but also the abnormality of the engine 21 and / or the abnormality of the motor 22 can be determined.

  In this embodiment, the output-related mode is determined. Therefore, the abnormality of the second clutch 27 can be determined according to the output-related mode. Further, an abnormality of the engine 21 and / or an abnormality of the motor 22 can be determined according to the output-related mode. As a result, the accuracy of abnormality determination can be increased. Even when the system is not functioning normally, the output-related modes can be determined using the target torques TTQe and TTQm indicating the target output. As a result, the output-related mode can be accurately determined. Further, when the system is functioning normally, the output-related modes can be determined using the actual torques RTQe and RTQm indicating the actual output. As a result, the output-related mode can be accurately determined based on the actual output state.

  In this embodiment, the relationship between the rotational speed NE and the rotational speed NM is determined. For example, a mathematical relationship indicated by “=”, “<”, and “>” is determined. Therefore, a plurality of clutch abnormalities can be determined based on the output comparison result and the relationship between the rotational speeds. A plurality of abnormalities including a clutch fixing abnormality can be determined. Further, a plurality of abnormalities including incomplete clutch engagement can be determined. Further, it is possible to determine a plurality of abnormalities including a release abnormality that is one of incomplete clutch engagements. Further, it is possible to determine a plurality of abnormalities including a slip abnormality that is one of incomplete clutch engagements.

  In this embodiment, it is possible to determine an abnormality in the engine output in distinction from an abnormality in the clutch. In addition, the abnormality of the motor output can be determined in distinction from the abnormality of the clutch. In addition, it is possible to determine the abnormality of the device that detects the engine speed separately from the abnormality of the clutch. In addition, it is possible to determine the abnormality of the device that detects the rotation speed of the motor, distinguishing it from the abnormality of the clutch.

  In this embodiment, a plurality of fail safe control means 177, 179, 182, 185, 188, 192, 194, 196, 199 are provided corresponding to each of a plurality of abnormalities. Therefore, fail safe control according to a plurality of abnormalities can be provided.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. The structure of the said embodiment is an illustration to the last, Comprising: The scope of the present invention is not limited to the range of these description. The scope of the present invention is indicated by the description of the scope of claims, and further includes meanings equivalent to the description of the scope of claims and all modifications within the scope.

  For example, in the above embodiment, the rotational speed NE of the engine 21 is detected by the rotational speed sensor 36. Instead of this, the rotational speed may be calculated from the ignition signal or injection signal of the engine 21. In the above embodiment, the rotation speed NM of the motor 22 is detected by the rotation speed sensor 38. Instead of this, the rotational speed of the motor 22 may be calculated based on a control signal of an inverter circuit that controls the current of the motor 22 or a periodic component of the current flowing through the motor 22. In the above embodiment, the in-cylinder pressure sensor 37 is used to detect the actual torque RTQe of the engine 21. Instead of this, the output torque of the engine 21 may be estimated based on a plurality of detection information including the fuel injection amount and the rotational speed. Moreover, in the said embodiment, the output of the engine 21 and the output of the motor 22 were evaluated and compared based on those torques. Instead of this, the output of the engine 21 and the output of the motor 22 may be evaluated and compared based on the output horsepower of the engine 21 and the output horsepower of the motor 22. The horsepower P can be obtained by P = T × N × C based on the torque T, the rotation speed N, and the constant C = 0.001396.

  Moreover, in the said embodiment, although several abnormality was determined, you may determine only a part of those abnormality. For example, it may be configured to determine the abnormalities 61 and 66 of the engine 21 or the abnormalities 62 and 68 of the motor 22. Further, although failsafe control is prepared for each of a plurality of abnormalities, common failsafe control may be applied to some of the plurality of abnormalities.

  For example, the means and functions provided by the control device can be provided by software only, hardware only, or a combination thereof. For example, the control device may be configured by an analog circuit.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 2 Drive system apparatus, 21 Internal combustion engine, 22 Motor, 23 Drive wheel, 24 Differential gear, 25 Transmission, 26 1st clutch, 27 2nd clutch, 3 Control system apparatus, 31 Hybrid control apparatus, 32 Engine control Device, 33 Motor control device, 34 Actuator, 35 Actuator, 36 Rotational speed sensor, 37 In-cylinder pressure sensor, 38 Rotational speed sensor

Claims (16)

An engine (21) that supplies power for traveling, a motor (22) that supplies power for traveling, and a clutch (27) that connects or disconnects the output shaft of the engine and the rotating shaft of the motor. In a vehicle power control device used for a vehicle comprising:
Output comparing means (48, 49, 171, 172, 189) for comparing the output of the engine and the output of the motor;
A rotation speed comparison means (50, 173, 180, 190, 197) for comparing the rotation speed of the engine and the rotation speed of the motor;
First abnormality determining means (47, 176, 178, 181, 191, 198) for determining abnormality (55-59) of the clutch based on the comparison result of the output comparing means and the comparison result of the rotation speed comparing means. )When,
Second abnormality determining means for determining an abnormality of the engine (61, 66) and / or an abnormality of the motor (62, 68) based on the comparison result of the output comparison means and the comparison result of the rotation speed comparison means. (47, 193, 195). The output comparing means is
The power control apparatus for a vehicle according to claim 1, wherein an output-related mode is determined by comparing the output of the engine and the output of the motor. The output comparing means is
Output determination means (48, 171) for determining whether the actual output of the engine is controlled to the target output and the actual output of the motor is controlled to the target output;
And a mode determination unit (49, 189) for comparing the target output of the engine with the target output of the motor and determining the mode of the output relationship when a negative determination is made by the output determination unit. The vehicle power control device according to claim 2. The mode determination means (49, 172)
4. The vehicle power control according to claim 3, wherein when an affirmative determination is made by the output determination unit, the actual output of the engine and the actual output of the motor are compared to determine the mode of the output relationship. 5. apparatus. The rotation speed comparison means determines a relationship between the rotation speed of the engine and the rotation speed of the motor,
The first abnormality determining means (47, 176, 178, 181, 191, 198) is configured to detect a plurality of abnormality of the clutch based on the comparison result of the output comparing means and the relationship determined by the rotation speed comparing means. The vehicle power control device according to any one of claims 1 to 4, wherein (56, 57, 58, 59) is determined.   6. The vehicle power control apparatus according to claim 5, wherein the first abnormality determining means (47, 176, 178, 181, 191, 198) determines an abnormality (56) in the clutch.   The said 1st abnormality determination means (47,176,178,181,191,198) determines the incomplete connection abnormality (57) of the said clutch, The Claim 5 or Claim 6 characterized by the above-mentioned. Vehicle power control device.   The power control apparatus for a vehicle according to claim 7, wherein the first abnormality determining means (47, 176, 178, 181, 191, 198) determines the clutch opening abnormality (58).   The vehicle power according to claim 7 or 8, wherein the first abnormality determining means (47, 176, 178, 181, 191, 198) determines a slip abnormality (59) of the clutch. Control device.   The vehicle power control apparatus according to any one of claims 1 to 9, wherein the second abnormality determination means (47, 193, 195) determines an abnormality (66) in the output of the engine. .   The vehicle power control apparatus according to any one of claims 1 to 10, wherein the second abnormality determination means (47, 193, 195) determines an abnormality (68) in the output of the motor. . Furthermore, the engine speed determining means (51, 183) for determining whether or not the engine speed is within a normal range,
The said 2nd abnormality determination means (47,184) determines the abnormality (65) of the said engine speed, when negative determination is carried out by the said engine speed determination means. The vehicle power control device according to any one of claims 11 to 11. Furthermore, the motor rotation speed determination means (51, 186) for determining whether the rotation speed of the motor is within a normal range,
The said 2nd abnormality determination means (47,187) determines the abnormality (67) of the rotation speed of the said motor, when negative determination is carried out by the said motor rotation speed determination means. The vehicle power control device according to any one of 12.   Furthermore, a plurality of fail safes corresponding to a plurality of abnormalities determined by the first abnormality determining means (47, 176, 178, 181, 191, 198) and the second abnormality determining means (47, 193, 195). The vehicle power control apparatus according to any one of claims 1 to 13, further comprising control means (177, 179, 182, 185, 188, 192, 194, 196, 199).   The vehicular power control apparatus according to any one of claims 1 to 14, wherein the output is torque or horsepower.   The vehicle further includes another clutch (26) provided between a power unit including the engine (21) and the motor (22) and a drive wheel (23) of the vehicle. The vehicle power control device according to any one of claims 1 to 15.

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