JP4360343B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method to cope with the variation of an oil pressure acting on the brake of a transmission. <P>SOLUTION: In an automobile where an engine, a first motor and a driving shaft are connected to the respective rotary elements of a planetary gear mechanism, and a second motor is connected via a transmission to the driving shaft, when such abnormality that an oil pressure acting on brakes B1 and B2 of the transmission fluctuates is caused, a torque to be outputted from the second motor is limited so that any slipping can be prevented from being caused in the brakes B1 and B2, and a three-way solenoid 106 is controlled so that a line oil pressure PL can be adjusted to the state of a low pressure Plo in which accumulators 114 and 115 satisfactorily function as dampers. Thus, it is possible to suppress burning or torque shock of the brakes B1 and B2 due to brake slipping, and to quickly converge the variation of the caused oil pressure by the accumulators 114 and 115. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

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

Conventionally, as this type of power output device, an engine, a first motor, and a drive shaft are connected to each rotating element of the planetary gear mechanism, and a second motor is connected to the drive shaft via a transmission. It has been proposed (see, for example, Patent Document 1). In this device, a high-gear state and a low-gear state are switched by turning on and off necessary brakes and clutches by a hydraulic actuator based on the vehicle speed.
JP 2002-225578 A

  In the above-described power output apparatus, although it is described that a necessary brake or clutch is turned on and off by a hydraulic actuator, there is no mention when an abnormality occurs in the hydraulic pressure acting on the brake or clutch. . When an abnormality occurs in the hydraulic pressure, depending on the output of the second motor, the clutch or brake slips due to poor torque transmission between the second motor and the drive shaft via the brake or clutch. The torque acting on the drive shaft from the second motor will fluctuate.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus are one of the objects to appropriately cope with a predetermined pressure abnormality of the working fluid used in the power transmission means. Further, the power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus appropriately output power to the drive shaft even when a predetermined pressure abnormality occurs in the working fluid used in the power transmission means. One of the purposes. Furthermore, the power output device of the present invention, the automobile equipped with the same, and the control method of the power output device are intended to eliminate the abnormality when a predetermined pressure abnormality occurs in the working fluid used in the power transmission means. One.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An electric motor,
Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a transmission capacity corresponding to the pressure of the working fluid flowing in;
Required power setting means for setting required power required for the drive shaft;
Pressure abnormality detection means for detecting a predetermined pressure abnormality of the working fluid;
When the predetermined pressure abnormality of the working fluid is not detected by the pressure abnormality detection means, the electric motor is controlled so that power based on the set required power is output to the drive shaft, and the pressure abnormality detection means When a predetermined pressure abnormality is detected, an output limit of the electric motor for suppressing power transmission failure in the power transmission means is set, and power based on the set required power is within the set output limit range. And a control means for controlling the electric motor so as to be output to the drive shaft.

  In the power output device of the present invention, when a predetermined pressure abnormality of the working fluid is not detected in the power transmission means for transmitting the power between the rotating shaft and the drive shaft of the motor with a transmission capacity corresponding to the pressure of the flowing working fluid. The motor is controlled so that power based on the required power is output to the drive shaft, and when a predetermined pressure abnormality of the working fluid is detected, a motor output limit is set to suppress power transmission failure in the power transmission means. The electric motor is controlled so that power based on the required power is output to the drive shaft within the set output restriction range. Accordingly, when a predetermined pressure abnormality occurs in the working fluid used in the power transmission means, the required power is handled within a range in which power transmission failure in the power transmission means can be suppressed. Therefore, when a predetermined pressure abnormality occurs in the working fluid. However, power can be output to the drive shaft appropriately. As a result, it is possible to appropriately cope with a predetermined pressure abnormality of the working fluid.

  In such a power output apparatus of the present invention, the pressure abnormality detection means may be pressure vibration detection means for detecting an abnormality in which the pressure of the working fluid vibrates as the predetermined pressure abnormality. In this aspect of the power output apparatus of the present invention, the fluid pressure adjusting means for adjusting the pressure of the working fluid flowing into the power transmission means, and the vibration of the pressure of the working fluid flowing into the power transmission means in a predetermined operating region. And a damper that functions well with respect to the controller, wherein the control means detects the abnormality of the pressure of the working fluid oscillating by the pressure vibration detecting means so that the damper operates in the predetermined operating region. It may be a means for controlling the fluid pressure adjusting means and the electric motor. In this way, even if an abnormality in which the pressure of the working fluid vibrates occurs, the abnormality can be more appropriately eliminated. Here, the “predetermined operating region” includes a predetermined pressure region. In these cases, the pressure vibration detecting means includes a pressure switch that is turned on / off based on the pressure of the working fluid, and the pressure of the working fluid when a predetermined pulse signal is continuously input from the pressure switch a predetermined number of times. It can also be a means provided with a pressure vibration judging means for judging that it is vibrating. By so doing, it is possible to more appropriately detect an abnormality in which the pressure of the working fluid vibrates using the pressure switch.

  In the power output apparatus of the present invention, at least a part of the power from the internal combustion engine is connected to the internal combustion engine, the output shaft of the internal combustion engine and the drive shaft, and input / output of power and power to the drive shaft. Output power electric power input / output means, the control means, the internal combustion engine, the electric power power input / output means, and the electric motor so that the power based on the set required power is output to the drive shaft. It can also be a means for controlling.

  In the power output apparatus of the present invention having an internal combustion engine and electric power drive input / output means, mechanical pumping for pumping the working fluid to the power transmission means with the first pumping performance using power from the internal combustion engine. And a pumping means having an electrical pumping means for pumping the working fluid to the power transmission means with a second pumping performance lower than the first pumping performance using electric power, and the control means includes: When the pressure abnormality detection means does not detect a pressure abnormality of the working fluid, the internal combustion engine and the electric power are input so that power based on the set required power is output to the drive shaft with intermittent operation of the internal combustion engine. When the pressure abnormality of the working fluid is detected by the pressure abnormality detection means, the output means and the motor are controlled, and the operation of the internal combustion engine is continued with the continuation of the operation of the motor. It may be a means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft within a range of force restriction. . In this way, when the pressure abnormality of the working fluid is detected, the operation of the internal combustion engine is continued, so that it is possible to stably secure the pressure of the working fluid.

  Further, in the power output device of the present invention having an internal combustion engine and power power input / output means, a pressure feed having mechanical pressure feed means for pumping the working fluid to the power transmission means using power from the internal combustion engine. And a surplus discharge means for discharging a surplus of the working fluid pumped by the pressure feeding means, and the control means is configured to detect the pressure abnormality of the working fluid when the pressure abnormality detection means does not detect the pressure abnormality. The internal combustion engine, the power power input / output means and the motor are controlled so that power based on the set required power is output to the drive shaft, and the pressure abnormality of the working fluid is detected by the pressure abnormality detection means. Sometimes, the internal combustion engine is operated so that no surplus is generated in the working fluid pumped from the pumping means, and the set requirement is within the range of the output limit of the motor. It is assumed that a means for controlling the internal combustion engine and the electric power-mechanical power input output mechanism and the motor so that the power based on the power is output to the drive shaft can be. In this way, it is possible to prevent the pressure of the working fluid from becoming unstable due to the excess discharge of the working fluid pumped by the pumping means, and the pressure abnormality of the working fluid is worsened. Can be suppressed. In this case, the control means may be means for controlling the operation of the internal combustion engine so that no surplus is generated in the working fluid pumped from the pumping means by limiting the rotational speed of the internal combustion engine. it can. Furthermore, in this case, the control means may be a means for controlling the internal combustion engine by limiting the number of revolutions with the limitation of the power of the internal combustion engine.

  Furthermore, in the power output apparatus of the present invention having an internal combustion engine and power power input / output means, the control means is configured to output the set required power when the pressure abnormality of the working fluid is not detected by the pressure abnormality detection means. An operating point of the internal combustion engine is set based on predetermined constraints imposed on the internal combustion engine, the internal combustion engine is operated at the set operating point, and power based on the set required power is applied to the drive shaft. The internal combustion engine, the electric power drive input / output means and the electric motor are controlled so as to be output, and when a pressure abnormality of the working fluid is detected by the pressure abnormality detection means, the set required power and the predetermined constraint The driving force directly transmitted from the internal combustion engine to the driving shaft via the power power input / output means is larger than the operating point set based on The operation point of the internal combustion engine is set, the internal combustion engine is operated at the set operation point, and power based on the set required power is output to the drive shaft within the output limit range of the electric motor. It may be a means for controlling the internal combustion engine, the power drive input / output means and the electric motor. In this way, since the burden on the motor can be reduced, the required power can be accommodated to some extent even if the output of the motor is limited in accordance with the detection of the pressure abnormality of the working fluid. Here, the “predetermined constraint” includes a constraint for operating the internal combustion engine efficiently.

  In the power output apparatus of the present invention having an internal combustion engine and power power input / output means, the power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third shaft. Three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from any two of the three axes, and power generation for inputting / outputting power to / from the third axis And the electric power drive input / output means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotation connected to the drive shaft. It is also possible to provide a counter-rotor motor that has a rotor and rotates relatively by electromagnetic action of the first rotor and the second rotor.

The automobile of the present invention
The power output device of the present invention according to any one of the above-described embodiments, that is, basically a power output device that outputs power to the drive shaft, and a transmission capacity corresponding to the pressure of the electric motor and the inflowing working fluid A power transmission means for transmitting power between the rotating shaft of the motor and the drive shaft, a required power setting means for setting a required power required for the drive shaft, and detecting a predetermined pressure abnormality of the working fluid And when the predetermined pressure abnormality of the working fluid is not detected by the pressure abnormality detection means, the motor is controlled so that power based on the set required power is output to the drive shaft. When a predetermined pressure abnormality of the working fluid is detected by the detecting means, an output limit of the electric motor for suppressing power transmission failure in the power transmitting means is set and set. A power output device including a control means for controlling the electric motor so that power based on the set required power is output to the drive shaft within a force limit range, and the drive shaft is connected to an axle. The gist is to drive.

  According to the automobile of the present invention, since the power output device of the present invention of each aspect described above is mounted, the same effect as the effect of the power output device of the present invention, for example, the working fluid used in the power transmission means An effect that can properly output power to the drive shaft even when a predetermined pressure abnormality occurs, or an effect that can eliminate the abnormality when a predetermined pressure abnormality occurs in the working fluid used in the power transmission means Etc. can be played.

The method for controlling the power output apparatus of the present invention includes:
A control method of a power output device comprising: an electric motor; and a power transmission means for transmitting power between the rotating shaft and the driving shaft of the electric motor with a transmission capacity corresponding to the pressure of an inflowing working fluid,
(A) setting required power required for the drive shaft;
(B) detecting a predetermined pressure abnormality of the working fluid;
(C) When the predetermined pressure abnormality of the working fluid is not detected in step (b), the electric motor is controlled so that power based on the set required power is output to the drive shaft, and in step (b) When a predetermined pressure abnormality of the working fluid is detected, an output limit of the electric motor for suppressing power transmission failure in the power transmission means is set, and the set required power is within the set output limit range. The gist is to control the electric motor so that the motive power based on the power is output to the drive shaft.

  According to the control method of the power output device of the present invention, the predetermined pressure of the working fluid in the power transmission means for transmitting the power between the rotating shaft and the drive shaft of the motor with a transmission capacity corresponding to the pressure of the flowing working fluid. When no abnormality is detected, the electric motor is controlled so that power based on the required power is output to the drive shaft, and when a predetermined pressure abnormality of the working fluid is detected, an electric motor for suppressing power transmission failure in the power transmission means An output limit is set, and the motor is controlled so that power based on the required power is output to the drive shaft within the set output limit. Accordingly, when a predetermined pressure abnormality occurs in the working fluid used in the power transmission means, the required power is handled within a range in which power transmission failure in the power transmission means can be suppressed. Therefore, when a predetermined pressure abnormality occurs in the working fluid. However, power can be output to the drive shaft appropriately. As a result, it is possible to appropriately cope with a predetermined pressure abnormality of the working fluid.

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

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

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

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

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

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

  The brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As shown in the drawing, the hydraulic circuit 100 includes a mechanical pump 102 that pumps oil in the oil pan 101 with sufficient pumping performance to drive the brakes B1 and B2 driven by the rotation of the engine 22, and a built-in electric motor. The electric pump 104 that is driven by the motor 104a and pumps the oil in the oil pan 101 with the minimum pumping performance necessary to operate the brakes B1 and B2, and the line hydraulic pressure PL from the mechanical pump 102 or the electric pump 104 is adjusted. It comprises a three-way solenoid 106 and a pressure control valve 108, linear solenoids 110 and 111, control valves 112 and 113, and accumulators 114 and 115 that adjust the engagement force of the brakes B1 and B2 using the line hydraulic pressure PL. In this hydraulic circuit 100, the line hydraulic pressure PL can be adjusted by driving the three-way solenoid 106 to control the opening and closing of the pressure control valve 108, and the engagement force of the brakes B1 and B2 is linear solenoids 110 and 111. It can be adjusted by controlling the opening and closing of the control valves 112 and 113 for controlling the current applied to the brake and transmitting the line oil pressure PL to the brakes B1 and B2. In the embodiment, the line hydraulic pressure PL is adjusted in two stages by a three-way solenoid 106, ie, a high pressure Phi state or a low pressure Plo state. In the hydraulic circuit 100, when the mechanical pump 102 is driven in a state where the engine 22 is operated at a relatively low rotational speed Ne1 (for example, 1000 rpm) or more, the brake B1 is operated by the operation of the pressure control valve 108. , B2 is drained to the power distribution and integration mechanism 30 through the first drain oil passage 116 (hereinafter referred to as the first drain) using oil that is not used for the operation of B2 as a lubricant, and the engine 22 has a relatively high rotational speed. When the mechanical pump 102 is driven while operating at a rotational speed of Ne2 (for example, 3000 rpm) or higher, either the operation of the brakes B1 and B2 or the lubrication of the power distribution and integration mechanism 30 is performed by the operation of the pressure control valve 108. Excess oil not used in the oil pan 10 through the second drain oil passage 117. To drain the (hereinafter referred to as second drain). FIG. 4 shows an example of the relationship between the rotational speed of the engine 22 and the operating state of the pressure control valve 108 (first drain, second drain). The accumulators 114 and 115 are configured to function also as dampers having good damping characteristics in a predetermined operating region (in the embodiment, the line hydraulic pressure PL is at a low pressure Plo).

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic pressure acting on the brakes B1 and B2 is greater than or equal to a predetermined hydraulic pressure. The hydraulic switch signals Psw and the like from the hydraulic switches 118 and 119 that are turned on when the hydraulic pressure is lower than the predetermined hydraulic pressure are input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the electric motor 104a, a drive signal to the three-way solenoid 106, a drive signal to the linear solenoids 110 and 111, and the like via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment and the operation when an abnormality in which the hydraulic pressure acting on the brakes B1 and B2 of the transmission 60 vibrates will be described. FIG. 5 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the remaining capacity SOC of the battery 50, the hydraulic vibration determination flag F, and the gear ratio Gr of the transmission 60 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The remaining capacity SOC of the battery 50 is calculated by the battery ECU 52 based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. Further, the gear ratio Gr of the transmission 60 is input based on a flag that is set when the gear state of the transmission 60 is switched. The hydraulic vibration determination flag F is a flag indicating whether or not vibration is generated in the hydraulic pressure acting on either of the brakes B1 and B2, and is set to a value of 1 by the hydraulic vibration determination routine of FIG. It is assumed that an input is made by reading a value set to one of the values 0 and written in a predetermined area of the RAM 76. Hereinafter, the hydraulic vibration determination routine of FIG. 6 will be described. This routine is executed every predetermined time (for example, every several msec) by the hybrid electronic control unit 70 in parallel with the execution of the drive control routine.

  In the hydraulic vibration determination routine, first, the hydraulic switch signal Psw from the hydraulic switches 118 and 119 is input (step S300), and the value of the hydraulic vibration determination flag F is checked (step S310). Here, the hydraulic vibration determination flag F is set to 0 by the initialization routine when this routine is executed for the first time. When the hydraulic vibration determination flag F is 0, it is determined whether a predetermined pulse is input from either of the hydraulic switches 118 and 119 based on the input hydraulic switch signal Psw (step S320). This determination is based on the history of the input hydraulic switch signal Psw (hydraulic switch signal Psw input over the past several times) to determine whether or not the hydraulic switch signal Psw has been turned on and off in pulses within a predetermined period range. Can be performed. The predetermined cycle range is defined as a cycle range corresponding to a frequency range assumed when vibration occurs in the hydraulic pressure acting on the brakes B1 and B2. If it is determined that a predetermined pulse has not been input from either of the hydraulic switches 118, 119, the processing is terminated without doing anything, and it is determined that a predetermined pulse has been input from either of the hydraulic switches 118, 119. Further, it is determined whether or not the pulse is continuously input (step S330). If it is determined that the input predetermined pulse is not continuous, the continuous number N is set to 0 (step S340), and the process ends. On the other hand, if it is determined that a predetermined pulse is continuously input, the continuation number N is incremented by 1 (step S350), and the continuation number N is one of the hydraulic pressures acting on the brakes B1 and B2. It is determined whether or not a predetermined number Nref (for example, 5 times) or more for determining that vibration has occurred in step S360 (step S360). If it is determined that the continuous number N is less than the predetermined number Nref, the processing is performed as it is. When it is determined that the continuous number N is greater than or equal to the predetermined number Nref, the hydraulic vibration determination flag F is set to 1 (step S370), and the process ends. Thus, by determining whether or not a predetermined pulse is continuously input from the hydraulic switches 118 and 119 by a predetermined number Nref or more, the hydraulic switches 118 and 119 are used to act on either of the brakes B1 and B2. It is determined whether or not vibration is generated in the hydraulic pressure. When it is determined that the hydraulic vibration is generated in this way, the hydraulic vibration determination flag F is determined to be 1 in step S310 of the next and subsequent routines, and the input hydraulic switch signal Psw is determined in the same manner as in step S320 described above. Based on this, it is determined whether or not a predetermined pulse is input from either of the hydraulic switches 118 and 119 (step S380), and if it is determined that a predetermined pulse is not input from either of the hydraulic switches 118 and 119. It is determined whether or not the state continues for a predetermined time (for example, 5 seconds) (step S390). It is determined that a predetermined pulse is input from either of the hydraulic switches 118, 119, or a predetermined pulse is not input from either of the hydraulic switches 118, 119, but it is determined that the state has not continued for a predetermined time. In some cases, it is determined that the generated hydraulic vibration has not yet converged, the hydraulic vibration generation flag F remains at the value 1, and the process is terminated, and no predetermined pulse is input from either of the hydraulic switches 118 and 119. Is determined to have continued for a predetermined time, it is determined that the generated hydraulic vibration has converged, the hydraulic vibration generation flag F is set to 0 (step S400), and the process ends.

  Returning to the drive control routine of FIG. 5, when data is input in this way, a ring gear as a drive shaft connected to the drive wheels 39a and 39b as torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. A required torque Tr * to be output to the shaft 32a and a required vehicle power P * required for the vehicle are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 7 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60. The charge / discharge required power Pb * can be set based on the remaining capacity SOC of the battery 50 and the accelerator opening Acc.

  Subsequently, the value of the input hydraulic vibration generation flag F is checked (step S120). When the hydraulic vibration generation flag F is 0, that is, when no vibration is generated in the hydraulic pressure applied to the brakes B1 and B2, the motor MG2 is used. Is set to a torque limit Tm2max as an upper limit of torque that may be output from the motor MG2 (step S130), and the vehicle required power P * is compared with the predetermined power Pref (step S140). Here, the predetermined power Pref defines a region where the engine 22 can be efficiently operated, and is determined by the performance of the engine 22 and the motor MG2. When the vehicle required power P * is less than the predetermined power Pref, it is determined that the operation of the engine 22 should be stopped, and the target rotational speed Ne * and the target torque Te * are set to 0 (step S150) and output from the motor MG1. A value 0 is set to the torque command Tm1 * to be executed (step S160). On the other hand, when the vehicle required power P * is equal to or higher than the predetermined power Pref, it is determined that the engine 22 should be operated, and the vehicle required power P * is set to the engine required power Pe * to be output from the engine 22 (step S170). Based on the set engine required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S180). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 8 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are obtained. The target rotational speed Nm1 * of the motor MG1 is calculated using the following formula (1), and the torque command Tm1 * of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Calculate (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the current gear ratio Gr of the transmission 60 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30 and the current gear ratio Gr of the transmission 60 are obtained. The temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the following equation (3) (step S220), and the smaller of the calculated temporary motor torque Tm2tmp and the torque limit Tm2max is output from the motor MG2. Power torque command Tm2 * is set (step S230). Equation (3) can be easily derived using the alignment chart of FIG. When the torque command Tm2 * is set, the high pressure Phi is set to the line hydraulic pressure PL when the set torque command Tm2 * is equal to or greater than the predetermined torque Tref, and the low pressure Plo is set to the line hydraulic pressure PL when the torque command Tm2 * is less than the predetermined torque Tref. (Step S240), the three-way solenoid 106 is driven and controlled by the set line oil pressure PL (Step S250). Here, the predetermined torque Tref is determined as a torque slightly smaller than the upper limit of the torque that can be transmitted from the motor MG2 to the ring gear shaft 32a by the transmission 60 in a state where the line oil pressure PL is low pressure Plo.

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. As described above, when the hydraulic vibration generation flag F is 0 in step S120, that is, when no vibration is generated in the hydraulic pressure acting on the brakes B1 and B2, the required torque Tr * is increased with the intermittent operation of the engine 22. The engine 22 and the motors MG1, MG2 are controlled so as to be output to the ring gear shaft 32a.

  When the hydraulic vibration generation flag F is 1 in step S120, that is, when vibration is generated in the hydraulic pressure acting on the brakes B1 and B2, the limit torque T1 smaller than the rated torque T0 is output from the motor MG2. The torque limit Tm2max as the upper limit of the good torque is set (step S200), and the smaller of the vehicle required power P * and the power limit Pelim as the upper limit of the power that may be output from the engine 22 is the engine required power Pe. Is set to * (step S210), and the target rotational speed Ne * and the target torque Te * are set based on the set engine required power Pe * and the operation line of the engine 22 described above (step S180). Then, the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * and the temporary motor torque Tm2tmp of the motor MG2 are set by the above-described formulas (1) to (3) (steps S190 and S220), and the set temporary motor torque is set. The smaller one of Tm2tmp and the torque limit Tm2max for which the limit torque T1 is set is set as the torque command Tm2 * of the motor MG2 (step S230), and based on the comparison between the set torque command Tm2 * and the predetermined torque Tref described above. Then, the line hydraulic pressure PL is set to drive and control the 3-way solenoid 106 (steps S240 and S250), and the set values are transmitted to the engine ECU 24 and the motor ECU 40 (step S260), and this routine is terminated. Thus, when vibration occurs in the hydraulic pressure acting on the brakes B1 and B2, the operation of the engine 22 is continued regardless of the vehicle required power P *. This is because, as described above, the pumping performance of the electric pump 104 is set to the minimum pumping performance necessary for operating the brakes B1 and B2, so that the hydraulic pump vibration generated by continuing the operation of the engine 22 is prevented. This is to stably ensure the hydraulic pressure to be applied to the brakes B1 and B2. The limit torque T1 of the motor MG2 is determined as a torque that does not cause the brakes B1 and B2 to slip even if vibration is generated in the hydraulic pressures acting on the brakes B1 and B2, and is equal to or less than a predetermined torque Tref. . The limit torque T1 is set to be equal to or lower than the predetermined torque Tref by setting the torque command Tm2 * of the motor MG2 to be equal to or lower than the predetermined torque Tref and setting the line hydraulic pressure PL to the low pressure Plo state as described above (steps S240 and S250). This is because the oil pressure vibrations generated thereby can be quickly converged because the 114 and 115 can function well as dampers. Further, as shown in FIG. 10, the power limit Pelim of the engine 22 is set as the upper limit of the power at which the engine 22 can be efficiently operated at a rotational speed Ne2 or less. A value obtained by limiting the vehicle required power P * with the power limit Pelim is set as the engine required power Pe * when the engine 22 is operated across the rotational speed Ne2 as shown in FIG. 4 described above. Since the operation of 108 switches the state of the first drain and the state of the second drain, the line hydraulic pressure PL becomes unstable due to the operation of the pressure control valve 108 and prevents the generated hydraulic vibration from deteriorating. It is to do.

  According to the hybrid vehicle 20 of the embodiment described above, when vibration occurs in the hydraulic pressure acting on the brakes B1 and B2, the torque output from the motor MG2 is limited using the torque limit T1 as the torque limit Tm2max. It is possible to suppress the occurrence of seizure of the brakes B1 and B2 due to the slippage of B1 and B2 and the occurrence of torque shock due to intermittent torque output to the ring gear shaft 32a. Moreover, since the operation of the engine 22 is continued regardless of the vehicle required power P *, the hydraulic pressure to be applied to the brakes B1 and B2 against the vibration of the hydraulic pressure generated by the mechanical pump 102 driven by the operation of the engine 22 is set. It can be secured stably. Furthermore, since the line hydraulic pressure PL is set to the low pressure Plo state, the accumulators 114 and 115 can function well as dampers, and the generated hydraulic vibration can be quickly converged. In addition, since the engine 22 is controlled by setting a value obtained by limiting the vehicle required power P * with the power limit Pelim as the upper limit to the engine required power Pe *, the first drain state and the second drain state are controlled by the operation of the pressure control valve 108. It is possible to suppress the switching of the drain state, and it is possible to suppress the deterioration of the hydraulic vibration generated due to the hydraulic pressure acting on the brakes B1 and B2 becoming unstable with the operation of the pressure control valve 108. . Of course, the required torque Tr * can be output to the ring gear shaft 32a within the range of the torque limit Tm2max.

  In the hybrid vehicle 20 of the embodiment, the operation of the engine 22 is controlled at the operation point on the operation line (see FIG. 8) when the hydraulic vibration generation flag F has the value 1, but the hydraulic vibration generation flag F has the value 1 In this case, the operation of the engine 22 may be controlled at an operation point on the low rotation high torque side with respect to the operation point on the operation line. In this case, since the engine 22 is not operated at the operating point on the operation line, the efficiency is reduced, but the torque directly transmitted from the engine 22 to the ring gear shaft 32a can be increased and the torque to be output from the motor MG2 (temporary motor torque) Since (Tm2tmp) can be reduced, even if the temporary motor torque Tm2tmp is limited by the torque limit Tm2max (limit torque T1), the required torque Tr * can be handled.

  In the hybrid vehicle 20 according to the embodiment, when the hydraulic vibration generation flag F is a value 1, the vehicle request power P * is a value limited by the power limit Pelim as the upper limit of the power at which the engine 22 can be efficiently operated at the rotation speed Ne2 or less. Is set to the target rotational speed Ne * and the target torque Te * at the intersection of the engine required power Pe * to be output from the engine 22 and the set engine required power Pe * and the operation line. The target rotational speed Ne * and the target torque Te * may be set by any other method capable of operating the engine 22 at the rotational speed Ne2 or lower. For example, the vehicle required power P * is set to the engine required power Pe * as it is, and a value obtained by limiting the rotational speed set based on the set engine required power Pe * and the operation line by the rotational speed Ne2 is set as the target rotational speed Ne. The target torque Te * may be set by dividing the engine required power Pe * by the set target revolution speed Ne *.

  In the hybrid vehicle 20 of the embodiment, when the hydraulic vibration generation flag F is a value 1, the target rotational speed Ne * and the target torque Te * are set so that the engine 22 is operated at the rotational speed Ne2 or lower. The target rotational speed Ne * may be set exceeding the rotational speed Ne2.

  In the hybrid vehicle 20 of the embodiment, when the hydraulic vibration generation flag F is 1, the operation of the engine 22 is continued regardless of the vehicle required power P *. However, the engine 22 may be operated intermittently.

  In the hybrid vehicle 20 of the embodiment, it is determined whether vibration is generated in the hydraulic pressure acting on the brakes B1 and B2 using the hydraulic switches 118 and 119 that are turned on and off based on the hydraulic pressure. It is good also as what determines whether the vibration has generate | occur | produced in the hydraulic pressure which acts on brake B1, B2 using the hydraulic sensor which has a proportional output characteristic with respect to. This determination is performed by, for example, extracting the amplitude of the hydraulic vibration by applying a bandpass filter that passes only a frequency component assumed for the hydraulic vibration to the detection value of the hydraulic sensor, and the extracted amplitude is a predetermined value. Can be determined by determining whether or not the state has continued for a predetermined number of times.

  In the hybrid vehicle 20 of the embodiment, oil that is not used for the operation of the brakes B1 and B2 is drained to the power distribution and integration mechanism 30 as a lubricant, but the oil pan 101 is not drained to the power distribution and integration mechanism 30. It may be drained.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 is configured to have two shift stages, Hi gear and Lo gear, but may have three or more shift stages, and the shift stage cannot be changed. It may be a thing. Further, the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a as a drive shaft may be connected via a clutch operated by a hydraulic actuator instead of the transmission.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 11) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the present invention is applied to a hybrid vehicle including an internal combustion engine and an electric motor as a power source. However, the power from the electric motor is output to the drive shaft through a power transmission device having a transmission capacity corresponding to the pressure of the working fluid. Since it may be possible, the present invention is not limited to a hybrid vehicle, and can be applied to an electric vehicle that does not include an engine.

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

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. 4 is an explanatory diagram showing an example of the relationship between the rotational speed of an engine 22 and the operating state of a pressure control valve 108. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. 5 is a flowchart showing an example of a hydraulic vibration determination routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows a mode that the target rotation speed Ne * and the target torque Te * are set when the value which restricted the vehicle request | requirement power P * with the power restriction | limiting Pelim is set to the engine request | requirement power Pe *. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39b wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery , 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion Gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor , 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 100 Hydraulic circuit, 101 Oil pan, 102 Mechanical pump, 104 Electric pump, 104a Electric motor, 106 3-way solenoid , 108 Pressure control valve, 110, 111 Linear solenoid, 112, 113 Control valve, 114, 115 Accumulator, 116 First drain Use oil passage 117 oil passage for a second drain, 118,119 oil pressure switch, MG1, MG2 motor, B1, B2 brake.

Claims (13)

A power output device that outputs power to a drive shaft,
An electric motor,
Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a transmission capacity corresponding to the pressure of the working fluid flowing in;
Fluid pressure adjusting means for adjusting the pressure of the working fluid flowing into the power transmission means;
A damper that functions well against vibration of pressure of the working fluid flowing into the power transmission means in a predetermined operating region;
Required power setting means for setting required power required for the drive shaft;
Pressure vibration detecting means for detecting a predetermined pressure vibration of the working fluid;
Wherein when a predetermined pressure oscillation of the working fluid by the pressure fluctuation detection means is not detected, it controls the electric motor such that the power based on the power demand, which is the setting is output to the drive shaft, the working fluid by the pressure vibration detecting means request the damper the set within the range of the output limit of the electric motor to suppress the transmission failure of the power in the power transmission means together operating in the predetermined operating region when a predetermined pressure vibration is detected A power output device comprising: control means for controlling the electric motor and the fluid pressure adjusting means so that power based on power is output to the drive shaft. The pressure vibration detecting means is a pressure switch that turns on and off based on the pressure of the working fluid, and the pressure of the working fluid vibrates when a predetermined pulse signal is continuously input from the pressure switch a predetermined number of times. power output apparatus according to claim 1, wherein the means for and a pressure vibration determining means for determining a.   A power output device that outputs power to a drive shaft,
  An internal combustion engine;
  Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
  An electric motor,
  Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a transmission capacity corresponding to the pressure of the working fluid flowing in;
  Mechanical pumping means for pumping the working fluid to the power transmission means with a first pumping performance using power from the internal combustion engine, and a second pumping performance lower than the first pumping performance using electric power. An electric pumping means for pumping the working fluid to the power transmission means,
  Required power setting means for setting required power required for the drive shaft;
  Pressure abnormality detection means for detecting a predetermined pressure abnormality of the working fluid;
  When the pressure abnormality detection means does not detect a pressure abnormality of the working fluid, the internal combustion engine and the electric power are input so that power based on the set required power is output to the drive shaft with intermittent operation of the internal combustion engine. An output means and the electric motor are controlled, and when a pressure abnormality of the working fluid is detected by the pressure abnormality detection means, a power transmission failure in the power transmission means is suppressed with the continuation of operation of the internal combustion engine. Control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft within a range of output restriction of the electric motor;
  A power output device comprising: The power output device according to claim 3 ,
Comprising a surplus discharge means for discharging the excess of the working fluid pumped by said pumping means,
The control means is configured to output the power based on the set required power to the drive shaft when the pressure abnormality of the working fluid is not detected by the pressure abnormality detection means. When the pressure abnormality of the working fluid is detected by the pressure abnormality detecting means, the internal combustion engine is operated so that no surplus is generated in the working fluid pumped from the pressure feeding means, and the output of the motor is limited. A power output device that controls the internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft within the range. 5. The power output apparatus according to claim 4 , wherein the control means is means for controlling the operation of the internal combustion engine so as not to generate a surplus in the working fluid pumped from the pumping means by limiting the number of revolutions of the internal combustion engine. . 6. The power output apparatus according to claim 5 , wherein the control means is means for controlling the internal combustion engine by limiting the number of revolutions with the power restriction of the internal combustion engine. The control means sets an operating point of the internal combustion engine based on the set required power and a predetermined restriction imposed on the internal combustion engine when no pressure abnormality of the working fluid is detected by the pressure abnormality detection means. Controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine is operated at the set operation point and the power based on the set required power is output to the drive shaft; When the pressure abnormality of the working fluid is detected by the pressure abnormality detection means, the operation point set based on the set required power and the predetermined constraint is more effective from the internal combustion engine via the power power input / output means. When an operating point of the internal combustion engine that increases the driving force directly transmitted to the drive shaft is set and the internal combustion engine is operated at the set operating point, 3. power equivalent to the set power demand within the output limit of the electric motor is a means for controlling said electric motor and said internal combustion engine and the electric power-mechanical power input output mechanism to be output to the drive shaft 7. The power output device according to any one of claims 6 to 6 . The power power input / output means is connected to three shafts of the output shaft, the drive shaft and the third shaft of the internal combustion engine and based on the power input / output to / from any two of the three shafts. a three shaft-type power input output assembly configured to input and output power from and to one axis, the power output according to claims 3 to 7 any one is a means and a generator that inputs and outputs power from and to said third axis apparatus. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor 2 of the rotor and the power output apparatus according to claims 3 to 7 Zureka 1 wherein a pair rotor motor that relatively rotated by electromagnetic action of. The power transmission means, power output apparatus according to claims 1 to 9 any one is a lever transmission means for transmission of power between the drive shaft and the rotary shaft of the electric motor with a changeable transmission ratio. Automobile claims 1 to be equipped with the power output apparatus according to item 1 or 10, wherein the drive shaft is running is connected to the axle. A motor, power transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with a transmission capacity corresponding to the pressure of the inflowing working fluid, and a fluid for adjusting the pressure of the working fluid flowing into the power transmission means A control method of a power output device comprising: a pressure adjusting means; and a damper that functions well with respect to vibration of pressure of the working fluid flowing into the power transmission means in a predetermined operating region ,
(A) setting required power required for the drive shaft;
(B) detecting a predetermined pressure vibration of the working fluid;
(C) When the predetermined pressure vibration of the working fluid is not detected in the step (b), the electric motor is controlled so that power based on the set required power is output to the drive shaft, and the step (b) the set within the range of the output limit of the electric motor to suppress the transmission failure of the power in the power transmission means together with said damper is operated at the predetermined operating region when a predetermined pressure oscillation of the working fluid is detected A control method for a power output device that controls the electric motor and the fluid pressure adjusting means so that power based on the requested power is output to the drive shaft.   An internal combustion engine, power power input / output means connected to the output shaft and drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power, and an electric motor Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a transmission capacity corresponding to the pressure of the working fluid flowing in, and a first pumping performance using the power from the internal combustion engine Mechanical pumping means for pumping the working fluid to the power transmission means, and electrical pumping for pumping the working fluid to the power transmission means with a second pumping performance lower than the first pumping performance using electric power. A power output device control method comprising:
(A) setting required power required for the drive shaft;
(B) detecting a predetermined pressure abnormality of the working fluid;
(C) When an abnormal pressure of the working fluid is not detected in step (b), the internal combustion engine and the internal combustion engine are output so that power based on the set required power is output to the drive shaft with intermittent operation of the internal combustion engine. Controls power power input / output means and the electric motor, and suppresses power transmission failure in the power transmission means with continuation of operation of the internal combustion engine when a pressure abnormality of the working fluid is detected in step (b). And controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the set required power is output to the drive shaft within a range of output restriction of the electric motor
  Control method of power output device.

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