JP5730160B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle that drives a drive wheel by changing a rotational output of a drive source with a transmission.

  Conventionally, a rotation sensor failure diagnosis system that diagnoses a failure of a rotation sensor that detects the number of rotations of a rotating device such as a motor mounted on a vehicle is known (Patent Document 1). In this rotation sensor failure diagnosis system, the number of rotations detected by two rotation sensors, that is, a rotation sensor that detects the number of rotations of a rotating device and a rotation sensor that detects the number of rotations of a rotating element that rotates in synchronization with the rotating device. If the difference is equal to or greater than a predetermined value, it is determined that the rotation sensor is malfunctioning.

JP 2004-112982 A

  However, since the rotation sensor failure diagnosis system of Patent Document 1 is a comparison using only two rotation sensors, it is difficult to diagnose a failure with high accuracy.

  In the present invention, when three or more rotation number detection means for detecting the rotation number such as a rotation sensor are provided, it is possible to determine whether the rotation number detection means is normal or abnormal with high accuracy without performing complicated control. The object is to provide a vehicle.

The first aspect of the present invention is a vehicle having an internal combustion engine and an electric motor as a drive source, a first for a mechanical power, the motor and the engagement of the output shaft of the output shaft and the motor of the internal combustion engine A first speed change mechanism that is received by an input shaft and that can engage one of a plurality of shift speeds with the first input shaft and a drive wheel of the vehicle; and the internal combustion engine Mechanical power from the engine output shaft is received by the second input shaft, and any one of a plurality of shift stages is engaged, and the second input shaft and the drive wheel are engaged. A second speed change mechanism, a plurality of connection / disconnection means, and a plurality of rotation speed detection means for detecting the rotation speed of a predetermined member, wherein the plurality of connection / disconnection means are connected to an output shaft of the internal combustion engine. A first connecting / disconnecting device capable of connecting / disconnecting with the first input shaft, an output shaft of the internal combustion engine, and the second input shaft; A second connecting / disconnecting device capable of contacting, wherein the plurality of rotation speed detection means are configured to detect the rotation speed of the output shaft of the internal combustion engine and the rotation speed of the output shaft of the electric motor. Motor rotation speed detection means for detecting, input shaft rotation speed detection means for detecting the rotation speed of at least one of the first input shaft or the second input shaft, and drive wheel rotation speed for detecting the rotation speed of the drive wheel The vehicle includes control means for detecting whether or not each of the plurality of rotation speed detection means is normal, and the control means is any three of the plurality of rotation speed detection means. , When the rotation speed detection means that has not been selected for a predetermined period is preferentially selected, and the selected rotation speed detection means is the first detection means, the second detection means, and the third detection means. , The first detection means, the second detection hand And a reference rotational speed for comparing the rotational speed detected by each of the third detection means, and the reference rotational speed obtained based on the rotational speed detected by the first detection means 1 reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the second detection means is set as the second reference rotation speed, and obtained based on the rotation speed detected by the third detection means. A first determination processing unit that determines whether or not a difference between the first reference rotation speed and the second reference rotation speed is a predetermined value or less, wherein the reference rotation speed is a third reference rotation speed; A second determination processing unit for determining whether or not a difference between the second reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value; and a difference between the first reference rotation speed and the third reference rotation speed is predetermined. A third determination processing unit that determines whether or not the value is equal to or less than the value of the first determination processing unit, That each of the second determination processing unit and the third determination processing section if it is affirmative, the first detecting means, the second detecting means and the third detection means is determined to be normal Features.

According to the first aspect of the present invention, the control means selects three rotation speed detection means from among the four or more rotation speed detection means. Then, reference rotation speeds (reference rotation speeds) are obtained based on the respective rotation speeds detected by the selected three rotation speed detection means. Based on the three reference rotational speeds thus obtained, it is determined whether or not each rotational speed detection means is normal.
Here, the control means preferentially selects the rotation speed detection means that has not been selected for a predetermined period when selecting the plurality of rotation speed detection means. The longer the period during which it is not determined whether the rotation speed detection means is normal or not, the higher the possibility that an abnormality has occurred in the rotation speed detection means during that period. In such a case, it is possible to quickly grasp the state of the rotation speed detection means by preferentially determining whether the rotation speed detection means is normal or abnormal.

Specifically, the control means determines whether or not the difference between the two reference rotational speeds is equal to or less than a predetermined value for every three combinations by combining two of these three reference rotational speeds. Then, when each of the three determination results is affirmative , the control unit determines that the first detection unit, the second detection unit, and the third detection unit are normal .

  In this way, whether or not the difference between the predetermined reference rotational speed and the other two reference rotational speeds is equal to or less than a predetermined value is determined for each of the three reference rotational speeds. Unlike the case of comparing the detection results of the two rotation speed detection means, it is possible to determine whether the rotation speed detection means is normal or abnormal with higher accuracy.

The second aspect of the present invention, there in a vehicle and control means for detecting a plurality of rotation speed detecting means for detecting a rotational speed of a predetermined member, whether each successful whether the plurality of rotational speed detecting means The plurality of rotation speed detection means includes one or more drive source rotation speed detection means for detecting the rotation speed of the output shaft of the drive source of the vehicle, and the rotation speed of the rotation member constituting the transmission of the vehicle. One or more transmission rotation speed detection means for detecting the rotation speed, and drive wheel rotation speed detection means for detecting the rotation speed of the drive wheel of the vehicle, wherein the control means includes the plurality of rotation speed detection means. When any three are selected, the rotation speed detection means that has not been selected for a predetermined period is preferentially selected, and the selected rotation speed detection means is selected as the first detection means, the second detection means, and the third detection. Means, the first detection means, the second detection means And a reference rotational speed for comparing the rotational speeds detected by each of the third detection means, and the reference rotational speed obtained based on the rotational speed detected by the first detection means is defined as the first rotational speed. The reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the second detection means is set as the second reference rotation speed, and the rotation speed detected by the third detection means is obtained based on the rotation speed detected by the third detection means. A first determination processing unit that determines whether or not a difference between the first reference rotation speed and the second reference rotation speed is equal to or less than a predetermined value, wherein the reference rotation speed is a third reference rotation speed, and the second A second determination processing unit for determining whether or not a difference between a reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value; and a difference between the first reference rotation speed and the third reference rotation speed is a predetermined value A third determination processing unit for determining whether or not the value is equal to or less than a value, the first determination processing unit, When each of the serial second determination processing unit and the third determination unit is affirmative, the first detecting means, determining that the second detecting means and the third detecting means is normal Features.

According to the second aspect of the present invention, when there are three rotation speed detection means, the control means uses (selects) three of them. The control means selects three rotation speed detection means when there are four or more rotation speed detection means. Then, reference rotation speeds are obtained based on the respective rotation speeds detected by the selected three rotation speed detection means. Based on the three reference rotational speeds thus obtained, it is determined whether or not each rotational speed detection means is normal.
Here, the control means preferentially selects the rotation speed detection means that has not been selected for a predetermined period when selecting the plurality of rotation speed detection means. The longer the period during which it is not determined whether the rotation speed detection means is normal or not, the higher the possibility that an abnormality has occurred in the rotation speed detection means during that period. In such a case, it is possible to quickly grasp the state of the rotation speed detection means by preferentially determining whether the rotation speed detection means is normal or abnormal.

Specifically, the control means determines whether or not the difference between the two reference rotational speeds is equal to or less than a predetermined value for every three combinations by combining two of these three reference rotational speeds. The control means determines that the first detection means, the second detection means, and the third detection means are normal when each of the three determination results is affirmative.

  In this way, whether or not the difference between the predetermined reference rotational speed and the other two reference rotational speeds is equal to or less than a predetermined value is determined for each of the three reference rotational speeds. Unlike the case of comparing the detection results of the two rotation speed detection means, it is possible to determine whether the rotation speed detection means is normal or abnormal with higher accuracy.

  As described above, when there are three rotation speed detecting means, three of them are used (selected). In the present invention, the selection of the rotational speed detection means is not limited to selecting three of the four or more rotational speed detection means, but only three (or less than two) rotational speed detection means are used. Including cases.

The third aspect of the present invention is a vehicle having an internal combustion engine and an electric motor as a drive source, a first for a mechanical power, the motor and the engagement of the output shaft of the output shaft and the motor of the internal combustion engine A first speed change mechanism that is received by an input shaft and that can engage one of a plurality of shift speeds with the first input shaft and a drive wheel of the vehicle; and the internal combustion engine Mechanical power from the engine output shaft is received by the second input shaft, and any one of a plurality of shift stages is engaged, and the second input shaft and the drive wheel are engaged. A second speed change mechanism, a plurality of connection / disconnection means, and a plurality of rotation speed detection means for detecting the rotation speed of a predetermined member, wherein the plurality of connection / disconnection means are connected to an output shaft of the internal combustion engine. A first connecting / disconnecting device capable of connecting / disconnecting with the first input shaft, an output shaft of the internal combustion engine, and the second input shaft; A second connecting / disconnecting device capable of contacting, wherein the plurality of rotation speed detection means are configured to detect the rotation speed of the output shaft of the internal combustion engine and the rotation speed of the output shaft of the electric motor. Motor rotation speed detection means for detecting, input shaft rotation speed detection means for detecting the rotation speed of at least one of the first input shaft or the second input shaft, and drive wheel rotation speed for detecting the rotation speed of the drive wheel The vehicle includes control means for detecting whether or not each of the plurality of rotation speed detection means is normal, and the control means is any three of the plurality of rotation speed detection means. And when the selected rotational speed detection means is the first detection means, the second detection means, and the third detection means, the first detection means, the second detection means, and the third detection means To compare the number of rotations detected by each Based on the number of rotations detected by the second detection means, the number of rotations to be quasi-determined, the reference number of rotations obtained based on the number of rotations detected by the first detection means is the first reference rotation speed The obtained reference rotation speed is set as the second reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the third detection means is set as the third reference rotation speed, and the first reference rotation speed is set. A difference between the second reference rotational speed and the second reference rotational speed; and a difference between the second reference rotational speed and the third reference rotational speed is equal to or smaller than a predetermined value. A second determination processing unit that determines whether or not, and a third determination processing unit that determines whether or not a difference between the first reference rotation speed and the third reference rotation speed is a predetermined value or less, The determination results of the first determination processing unit, the second determination processing unit, and the third determination processing unit are positive. If it is fixed, it is determined that the first detection means, the second detection means, and the third detection means are normal, and is determined to be normal among the plurality of rotation speed detection means. When there is no rotation speed detection means, the engagement state change by the first transmission mechanism and the second transmission mechanism is prohibited .

  According to the third aspect of the present invention, the control means selects three rotation speed detection means from among the four or more rotation speed detection means. Then, reference rotation speeds are obtained based on the respective rotation speeds detected by the selected three rotation speed detection means. Based on the three reference rotational speeds thus obtained, it is determined whether or not each rotational speed detection means is normal.

  Specifically, the control means determines whether or not the difference between the two reference rotational speeds is equal to or less than a predetermined value for every three combinations by combining two of these three reference rotational speeds. Then, when each of the three determination results is affirmative, the control unit determines that the first detection unit, the second detection unit, and the third detection unit are normal.

  In this way, whether or not the difference between the predetermined reference rotational speed and the other two reference rotational speeds is equal to or less than a predetermined value is determined for each of the three reference rotational speeds. Unlike the case of comparing the detection results of the two rotation speed detection means, it is possible to determine whether or not the rotation speed detection means is normal with higher accuracy.

Here, if there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means, a normal value cannot be obtained as the rotation speed corresponding to the traveling speed, so that the transmission control Cannot be performed properly. Therefore, the control unit can suppress inappropriate control by prohibiting the shift control of the transmission.

  In the first aspect and the third aspect of the present invention, the first input shaft or the second input is engaged when the drive wheel is engaged and any one of the plurality of shift stages is engaged. A driven shaft that engages the shaft may be provided, and the plurality of rotation speed detection means may include driven shaft rotation speed detection means that detects the rotation speed of the driven shaft.

  In the first and third aspects of the present invention, the input shaft rotational speed detection means includes first input shaft rotational speed detection means for detecting the rotational speed of the first input shaft, and rotational speed of the second input shaft. It may be a second input shaft rotation speed detecting means for detecting.

In the first to third aspects of the present invention, the control means serves as the reference obtained based on the number of rotations detected by the rotation number detection means determined to be normal among the selected rotation number detection means. When the difference between the rotation speed and the reference rotation speed obtained based on the rotation speed detected by the non-selected rotation speed detection means is equal to or less than a predetermined value, the rotation speed detection not selected. It is preferable to determine that the means is normal and to determine that the rotational speed detection means not selected when it is larger than a predetermined value is abnormal. Thereby, the rotation speed detection means that has not been selected can quickly determine whether it is normal or abnormal by the rotation speed detection means determined to be normal. Further, as described above, since it is determined whether it is normal or abnormal only by comparing with the rotation speed detection means determined to be normal, even if the number of rotation speed detection means is large, the rotation speed detection means The determination of whether or not normal is not complicated, and quick determination can be made.

1st aspect- 3rd aspect of this invention WHEREIN: It is preferable to make the rotation speed used as the said reference | standard into the rotation speed corresponding to the travel speed of the said vehicle. Normally, when the vehicle is controlled, the traveling speed of the vehicle or the rotational speed corresponding to the traveling speed is calculated from the rotational speed obtained by the rotational speed detecting means. For this reason, when the reference rotational speed is not set to the rotational speed corresponding to the traveling speed, it is necessary to calculate the rotational speed corresponding to the traveling speed separately from obtaining the reference rotational speed by calculation or the like. By setting the reference rotational speed to the rotational speed corresponding to the traveling speed, the control (calculation) processing steps can be reduced as compared with the case where the reference rotational speed is not the rotational speed corresponding to the traveling speed.

In the third aspect of the present invention, when the control means selects the plurality of rotation speed detection means, the control means detects the rotation speed of a member close to the drive wheel on a path for transmitting mechanical power to the drive wheel. It is preferable to preferentially select the rotation speed detecting means to be used. Here, being close to the drive wheel means that the number of meshes of gears and the like is small in the middle of the path. For example, the number of rotations of the member close to the drive wheel is less likely to change due to the release of the engagement with the drive wheel due to, for example, switching of the gear position by the transmission mechanism of the transmission of the vehicle. For this reason, it can be determined with high accuracy whether or not the rotation speed detecting means is normal. Further, for example, when the reference rotation speed is set to the rotation speed corresponding to the traveling speed, the gear ratio of each gear is multiplied when calculating the reference rotation speed from the rotation speed detected by the rotation speed detection means. The smaller the number, the smaller the calculation error due to factors such as the difference between the actual gear ratio and the theoretical gear ratio. As a result, a reference rotational speed closer to the actual rotational speed can be obtained by preferentially selecting the rotational speed detection means close to the drive wheel.

In the third aspect of the present invention, when the control means selects the plurality of rotation speed detection means, the engagement with the drive wheel is difficult to be released on a path for transmitting mechanical power to the drive wheel. It is preferable to preferentially select the rotation speed detection means for detecting the rotation speed of the member. Here, the members that are difficult to be disengaged are members having a small number of engagement / disengagement devices such as a clutch, a meshing mechanism for establishing a gear position, and a brake mechanism in the middle of the path. During the detection of the rotation speed, the connection / disconnection state (including the engagement state) of the connecting / disconnecting device, the meshing mechanism, and the brake mechanism is changed by the speed change operation of the transmission. Changes. In such a case, it is necessary to acquire the rotation speed again, and there is a risk that the speed of the process for determining whether the rotation speed detection means is normal or abnormal will be increased. For this reason, the speed of the process for determining whether the rotational speed detection means is normal or abnormal can be increased by preferentially selecting the rotational speed detection means with a small number of connecting / disconnecting means with the drive wheel. Can be suppressed.

In the third aspect of the present invention, when the control means selects the plurality of rotation speed detection means, the control means detects the rotation speed of a member close to the drive wheel on a path for transmitting mechanical power to the drive wheel. The rotation speed detection means that preferentially selects the rotation speed detection means to be detected and detects the rotation speed of a member that is approximately the same as the drive wheel at the time of selection is selected on a path for transmitting mechanical power to the drive wheel. It is preferable to preferentially select a rotational speed detection means for detecting the rotational speed of a member that is difficult to be disengaged from the drive wheel. This preferentially selects the rotation speed detection means that can determine with high accuracy whether the rotation speed detection means is normal, and when there are a plurality of rotation speed detection means that can be determined with the same high accuracy at this time, A rotation speed detection unit that preferentially selects a speed of processing for determining whether the rotation speed detection unit is normal or abnormal is preferentially selected. Therefore, it is possible to quickly determine whether the rotation speed detection means is normal or abnormal with high accuracy.

In the third aspect of the present invention, the control means detects the rotation speed of a member that is not easily disengaged to the same extent at the time of the selection. It is preferable to preferentially select the means. As a result, it is possible to determine whether the rotational speed detection means is normal or abnormal with higher accuracy, and when the rotational speed serving as the reference is the rotational speed corresponding to the traveling speed, the traveling speed is more accurately controlled. Corresponding rotational speed can be obtained.

In the first to third aspects of the present invention, the control means obtains a rotation speed corresponding to the traveling speed of the vehicle based on the rotation speed detected by the plurality of rotation speed detection means. When there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means, the rotation speed corresponding to the traveling speed of the vehicle detected by the plurality of rotation speed detection means Is preferably fraudulent. If there is no rotation speed detection means determined to be normal, the control means cannot obtain the rotation speed corresponding to the traveling speed of the vehicle. When the vehicle cannot correctly detect the rotation speed corresponding to the traveling speed, there is a possibility that the vehicle cannot be properly controlled. Therefore, in such a case, the control means determines that the rotational speed corresponding to the traveling speed of the vehicle is invalid, that is, cannot obtain the traveling speed of the vehicle, and promptly notifies the driver by, for example, warning the driver. Can be stopped and the safety of the vehicle can be increased.

  1st aspect and 3rd aspect of this invention WHEREIN: The said control means is three or more rotation speed detection means among rotation speed detection means other than the said internal combustion engine rotation speed detection means among these several rotation speed detection means. If the motor is determined to be abnormal or not determined to be normal, traveling using only the driving force of the motor and torque tracking control of the first connecting / disconnecting device and the second connecting / disconnecting device are prohibited. It is preferable to do.

  In the above case, the rotational speed corresponding to the traveling speed is obtained from the rotational speed detected by the internal combustion engine rotational speed detection means. In the case of “running only by the driving force of the internal combustion engine” or “running by the driving force of the electric motor and the internal combustion engine”, the rotational speed corresponding to the travel speed can be obtained from the rotational speed of the internal combustion engine. However, in the case of “traveling only with the driving force of the electric motor”, the rotational speed of the internal combustion engine is not related to the rotational speed corresponding to the traveling speed of the vehicle, so the rotational speed of the internal combustion engine, that is, the internal combustion engine rotational speed detection means From the detected rotational speed, the rotational speed corresponding to the traveling speed cannot be obtained. For this reason, the state which can obtain the rotation speed corresponding to traveling speed is hold | maintained by prohibiting the driving | running | working only with the drive force of an electric motor. Thus, the accuracy of control of the vehicle by the control device can be increased by obtaining the rotational speed corresponding to the correct traveling speed.

  Further, by prohibiting the torque tracking control, as described in the embodiments described later, it is possible to maintain a state where the driving force can be completely transmitted to either the first connecting / disconnecting device or the second connecting / disconnecting device, and the internal combustion engine. It is possible to maintain a state in which a rotational speed corresponding to the traveling speed can be obtained from the rotational speed detected by the engine rotational speed detection means.

  In the first and third aspects of the present invention, the control means has determined that the driven shaft rotation speed detection means and the drive wheel rotation speed detection means are abnormal or not normal. In this case, it is preferable to always keep any one of the plurality of shift speeds in the engaged state.

  In the above case, it is necessary to obtain a rotational speed corresponding to the traveling speed based on the rotational speed detected by any of the internal combustion engine rotational speed detecting means, the electric motor rotational speed detecting means, and the input shaft rotational speed detecting means. Either one of the plurality of shift stages is always kept in the engaged state by the first transmission mechanism or the second transmission mechanism, so that either the first input shaft or the second input shaft is the driven shaft, The state of being always connected to the drive wheel is maintained. As a result, it is possible to always obtain a rotational speed corresponding to the traveling speed based on the rotational speed detected by any of the internal combustion engine rotational speed detecting means, the electric motor rotational speed detecting means, and the input shaft rotational speed detecting means. Thus, the accuracy of control of the vehicle by the control device can be increased by always obtaining the rotational speed corresponding to the traveling speed.

  In the first and third aspects of the present invention, the control means determines that the internal combustion engine speed detecting means and the first input shaft speed detecting means are abnormal or not normal. And at least one of the plurality of rotation speed detection means other than the two rotation speed detection means and the second input shaft rotation speed detection means is determined to be abnormal or normal. When it is not determined that there is, it is preferable to prohibit disengagement between the second input shaft and the drive wheel by the second speed change mechanism.

  In the above case, the rotational speed corresponding to the traveling speed is obtained from the rotational speed detected by the second input shaft rotational speed detection means. Therefore, by prohibiting the release of the connection as described above, the release of the engagement between the second input shaft and the drive wheel by the second transmission mechanism is prohibited, that is, the engagement between the second input shaft and the drive wheel is prohibited. Will always hold. Thereby, the rotational speed corresponding to the traveling speed can always be obtained from the rotational speed detected by the second input shaft rotational speed detection means. Thus, the accuracy of control of the vehicle by the control device can be increased by always obtaining the rotational speed corresponding to the traveling speed.

  In the first and third aspects of the present invention, the control means determines that the internal combustion engine speed detecting means and the second input shaft speed detecting means are abnormal or not normal. And at least one of the plurality of rotation speed detection means other than the two rotation speed detection means and the first input shaft rotation speed detection means is determined to be abnormal or normal. If it is not determined, it is preferable to prohibit the release of the engagement between the first input shaft and the drive wheels by the first transmission mechanism.

  In the above case, the rotation speed corresponding to the traveling speed is obtained from the rotation speed detected by the first input shaft rotation speed detection means. Therefore, by prohibiting the release of the connection as described above, the release of the engagement between the first input shaft and the drive wheel by the first transmission mechanism is prohibited, that is, the engagement between the first input shaft and the drive wheel is prohibited. The first input shaft is always held, and the state where the first input shaft is always connected to the driven shaft and thus to the drive wheel is held. Thereby, the rotation speed corresponding to the traveling speed can always be obtained from the rotation speed detected by the first input shaft rotation speed detection means. Thus, the accuracy of control of the vehicle by the control device can be increased by always obtaining the rotational speed corresponding to the traveling speed.

Oite to a first aspect of the present invention, wherein, when the rotation speed detecting means is determined to be normal in the plurality of rotational speed detecting means is not the first speed change mechanism and the second It is preferable to prohibit the change of the engagement state by the speed change mechanism. As described above, in this case, a normal value cannot be obtained as the rotational speed corresponding to the traveling speed. For this reason, the control means cannot appropriately control the transmission. Therefore, the control unit suppresses inappropriate control by prohibiting shift control of the transmission.

The vehicle of the present invention includes a wheel different from the drive wheel and another wheel rotation speed detection means for detecting the rotation speed of the other wheel, and the control means includes the other wheel rotation speed detection means. It is preferable to obtain a rotational speed corresponding to the traveling speed of the vehicle based on the detected rotational speed of the other wheel. Thereby, the control means can obtain the rotation speed corresponding to the actual traveling speed from the separate wheel rotation speed detection means.

The vehicle of the present invention comprises a wheel different from the drive wheel and another wheel rotation speed detection means for detecting the rotation speed of the other wheel, and the control means includes the drive wheel rotation speed detection means. When it is determined to be normal, it is determined that the other wheel rotation speed detection means is normal when the difference between the rotation speed of the other wheel and the rotation speed of the drive wheel is equal to or less than a predetermined value. When it is larger than the predetermined value, it is preferable to determine that the separate wheel rotation speed detection means is abnormal. Even in this case, it is possible to quickly determine whether the means for detecting the rotational speed of another wheel is normal or abnormal.
In the vehicle of the present invention, the control means is negative in the determination results of the first determination processing unit and the second determination processing unit, and is positive in the determination result of the third determination processing unit. In this case, it is determined that the second detection unit is abnormal, the first detection unit and the third detection unit are determined to be normal, and the second determination processing unit and the third determination processing unit When the determination result is negative and the determination result of the first determination processing unit is affirmative, it is determined that the third detection unit is abnormal, and the first detection unit and the second detection unit are determined. When the means is determined to be normal, the determination results of the first determination processing unit and the third determination processing unit are negative, and the determination result of the second determination processing unit is positive, The first detection means is determined to be abnormal, and the second detection means and the first detection means Detection means may be configured to determined to be normal.

The figure which shows the hybrid vehicle of this embodiment of this invention. The figure which shows the state of the vehicle in which each reference | standard rotation speed becomes effective. The figure shown about the priority of each reference | standard rotation speed. The figure shown about determination of normal or abnormal by the value of each reference | standard rotation speed. The figure shown about the action | operation limitation of the vehicle performed when the value of each reference | standard rotation speed is abnormal.

  FIG. 1 is a diagram illustrating a hybrid vehicle according to an embodiment of the present invention that is applied to a hybrid vehicle. As shown in FIG. 1, a hybrid vehicle 1 includes an engine 10 as an internal combustion engine, an electric motor 11, a power storage device 2 that exchanges electric power with the electric motor 11, an automatic transmission 31, and an electronic control unit (ECU: Electronic). And a control device 21 comprising a Control Unit).

  The control device 21 controls the engine 10, the electric motor 11, and the automatic transmission 31. The control device 21 includes a CPU 211 that executes various arithmetic processes, and a storage device (memory) 212 that includes a ROM and a RAM that store various arithmetic programs executed by the CPU 211, various tables, calculation results, and the like. Various electric signals representing the vehicle speed, the amount of operation of the accelerator pedal, the rotational speed of the engine 10 to be described later, and the like are input, and a drive signal is output to the outside based on the calculation result and the like.

  The automatic transmission 31 includes an engine output shaft 32 to which a driving force (mechanical power) of the engine 10 is transmitted, and left and right front wheels (driving wheels) 4 and 4 as driving wheels via a differential gear 45 and a wheel shaft 46. Are provided with an output gear 33 that outputs power and six gear trains G2 to G7 having different gear ratios. In FIG. 1, the left and right wheels 4, 4 are shown with only one wheel 4, and the other wheel 4 is omitted.

  The automatic transmission 31 also includes a first input shaft 34 that rotatably supports the drive gears 73, 75, and 77 of the odd-numbered gear trains G3, G5, and G7 that establish odd-numbered gears in the gear ratio order. The second input shaft 35 that rotatably supports the drive gears 72, 74, and 76 of the even-numbered gear trains G2, G4, and G6 that establish even-numbered gears in the gear ratio order, and the reverse gear GR. A reverse shaft 36 that freely supports the shaft is provided. The first input shaft 34 is disposed on the same axis as the engine output shaft 32, and the second input shaft 35 and the reverse shaft 36 are disposed in parallel with the first input shaft 34.

  The automatic transmission 31 includes an idle drive gear 80 rotatably supported by the first input shaft 34, a first idle driven gear 81 fixed to the idle shaft 37 and meshing with the idle drive gear 80, and a second An idle gear train GI including a second idle driven gear 82 fixed to the input shaft 35 and a third idle driven gear 83 fixed to the reverse shaft 36 and meshed with the first idle driven gear 81 is provided. The idle shaft 37 is arranged in parallel with the first input shaft 34.

  The automatic transmission 31 includes a first clutch 51 and a second clutch 52 that are hydraulically operated dry friction clutches or wet friction clutches. The first clutch 51 is switchable between an engaged state where the driving force of the engine 10 can be transmitted to the first input shaft 34 and an open state where the transmission is interrupted (a state where the engaged state is released). It is configured. Moreover, the 1st clutch 51 can adjust the driving force which can be transmitted by changing the amount of fastening in an engagement state.

  The second clutch 52 can be switched between an engaged state where the driving force of the engine 10 can be transmitted to the second input shaft 35 and an open state where the transmission is interrupted (a state where the engaged state is released). It is configured. Further, the second clutch 52 can adjust the driving force that can be transmitted by changing the amount of engagement in the engaged state. The engine output shaft 32 is connected to the second input shaft 35 via a first idle driven gear 81 and a second idle driven gear 82.

  Both clutches 51 and 52 are preferably operated by an electric actuator so that the state can be quickly switched. Both clutches 51 and 52 may be operated by a hydraulic actuator.

  In addition, the planetary gear mechanism 15 is disposed in the automatic transmission 31 so as to be coaxial with the engine output shaft 32. The planetary gear mechanism 15 is configured as a single pinion type including a sun gear 16, a ring gear 17, and a carrier 18 that rotatably and revolves a pinion 19 that meshes with the sun gear 16 and the ring gear 17. In this embodiment, the gear ratio of the planetary gear mechanism 15 (the number of teeth of the ring gear 17 / the number of teeth of the sun gear 16) is g.

  The sun gear 16 is fixed to the first input shaft 34. The carrier 18 is connected to the third speed drive gear 73 of the third speed gear train G3. The ring gear 17 is releasably fixed to the transmission case 7 by a lock mechanism 60.

  The lock mechanism 60 includes a brake mechanism that can be switched between a fixed state in which the ring gear 17 is fixed to the transmission case 7 and an open state in which the ring gear 17 is rotatable.

  The lock mechanism 60 is not limited to the synchromesh mechanism, and may be constituted by a dog clutch having no synchronization function, a wet multi-plate brake, a hub brake, a band brake, a one-way clutch, a two-way clutch, or the like. The planetary gear mechanism 15 is not limited to a single pinion type, and includes a sun gear, a ring gear, a carrier that rotatably and revolves a pair of pinions that mesh with each other and one meshes with the sun gear and the other meshes with the ring gear. You may comprise by the double pinion type which consists of. In this case, for example, the sun gear (first element) is fixed to the first input shaft 34, the ring gear (third element) is connected to the third speed drive gear 73 of the third speed gear train G3, and the carrier (second element). May be configured to be releasably fixed to the transmission case 7 by the lock mechanism 60.

  A hollow electric motor 11 is disposed outward of the planetary gear mechanism 15 in the radial direction. In other words, the planetary gear mechanism 15 is disposed inside the hollow electric motor 11. The electric motor 11 includes a stator 12 and a rotor 13.

  The electric motor 11 is controlled via the power drive unit 14 based on an instruction signal from the control device 21. The control device 21 generates the power drive unit 14 in a driving state in which the electric power of the power storage device 2 is consumed to drive the electric motor 11 and the rotational force of the rotor 13 is suppressed, and the generated electric power is transmitted via the power drive unit 14. It switches suitably to the regeneration state which charges the electrical storage apparatus 2.

  A first driven gear 41, a second driven gear 42, and a third driven gear 43 are fixed to the driven shaft 38 that supports the output gear 33. The first driven gear 41 meshes with the second speed drive gear 72 and the third speed drive gear 73. The second driven gear 42 meshes with the fourth speed drive gear 74 and the fifth speed drive gear 75. The third driven gear 43 meshes with the sixth speed drive gear 76 and the seventh speed drive gear 77.

  Thus, the driven gears of the second gear train G2 and the third gear train G3, the driven gear of the fourth gear train G4 and the fifth gear train G5, and the driven gear of the sixth gear train G6 and the seventh gear train G7 are provided. By constituting with one gear 41, 42, 43, respectively, the axial length of the automatic transmission can be shortened, and the mountability to the FF (front wheel drive) type vehicle can be improved.

  A reverse driven gear 44 that meshes with the reverse gear GR is fixed to the first input shaft 34.

  The first input shaft 34 is provided with a first meshing mechanism 61 and a third meshing mechanism 63 configured by a synchromesh mechanism. The first meshing mechanism 61 includes a third speed side connected state in which the third speed drive gear 73 and the first input shaft 34 are connected, and a seventh speed side connected state in which the seventh speed drive gear 77 and the first input shaft 34 are connected. The high-speed drive gear 73, the seventh-speed drive gear 77, and the first input shaft 34 are configured to be freely selectable to be switched to any one of the neutral states. The third meshing mechanism 63 is configured to be switchably selectable between a five-speed side connected state in which the fifth-speed drive gear 75 and the first input shaft 34 are connected, and a neutral state in which this connection is broken.

  The second input shaft 35 is provided with a second meshing mechanism 62 and a fourth meshing mechanism 64 configured by a synchromesh mechanism. The second meshing mechanism 62 includes a second speed side connected state in which the second speed drive gear 72 and the second input shaft 35 are connected, and a sixth speed side connected state in which the sixth speed drive gear 76 and the second input shaft 35 are connected. The high-speed drive gear 72 and the sixth-speed drive gear 76 and the second input shaft 35 are configured to be selectable to be switched to any one of the neutral states in which the connection between the second input shaft 35 is cut off. The fourth meshing mechanism 64 is configured to be switchably selectable between a four-speed side connected state in which the four-speed drive gear 74 and the second input shaft 35 are connected, and a neutral state in which this connection is broken.

  The reverse shaft 36 includes a synchromesh mechanism, and has a reverse meshing mechanism 65 that can be switched between a connected state in which the reverse gear GR and the reverse shaft 36 are connected and a neutral state in which the connection is cut off. Is provided.

  Hereinafter, the state in any one of the third speed side connected state, the fifth speed side connected state, and the seventh speed side connected state is referred to as an odd-numbered in-gear state. In addition, the state in any of the second speed side connected state, the fourth speed side connected state, and the sixth speed side connected state is referred to as an even-numbered in-gear state.

  Here, the first clutch 51 corresponds to the “first connecting / disconnecting device” in the first and third aspects of the present invention. The second clutch 52 corresponds to the “second connecting / disconnecting device” in the first and third aspects of the present invention. The odd-numbered gear trains G3, G5, and G7 correspond to the “first transmission mechanism” in the first and third aspects of the present invention, and the even-numbered gear trains G2, G4, and G6 correspond to the first and third aspects of the present invention. This corresponds to the “second transmission mechanism” in the third aspect. The drive gear of the even-numbered gear train is pivotally supported or fixed to the input shaft to which the motor 11 is connected, and the drive gear of the odd-numbered gear train is pivotally supported or fixed to the input shaft to which the motor 11 is not connected. May be. In the hybrid vehicle 1 of the present embodiment, the driven shaft 38 is configured by one shaft, but is not limited thereto, and may be configured by two shafts.

  Further, the hybrid vehicle 1 includes a plurality of rotation speed detection means configured as a rotation angle sensor or a rotation speed sensor that detects the rotation speed of the members constituting the vehicle. The plurality of rotation speed detection means includes an internal combustion engine rotation speed detection means 91, a motor rotation speed detection means 92, a second input shaft rotation speed detection means 93, a drive wheel rotation speed detection means 94, and a driven shaft rotation. And number detection means 95.

  The internal combustion engine speed detection means 91 detects the speed Ne of the engine output shaft 32 (hereinafter referred to as “engine speed”) Ne. The motor rotation speed detection unit 92 detects the output shaft of the motor 11. Since the output shaft of the electric motor 11 is the first input shaft 34, the rotational speed detected by the motor rotational speed detection means 92 is the rotational speed of the first input shaft 34 (hereinafter, “first input shaft rotational speed”). It is the same as Nm1. The second input shaft rotational speed detection means 93 detects the rotational speed of the second input shaft 35 (hereinafter referred to as “second input shaft rotational speed”) Nm2. The drive wheel rotation speed detection means 94 detects the rotation speed of each of the left and right wheels 4 and 4. The driven shaft rotational speed detecting means 95 detects the rotational speed (hereinafter referred to as “driven shaft rotational speed”) Nc of the driven shaft 38.

  In the present embodiment, the motor rotation speed detection means 92 is constituted by a rotation angle sensor (resolver), and the rotation speed detection means other than the motor rotation speed detection means 92 among the plurality of rotation speed detection means 91 to 95 is a rotation speed sensor. Composed. The motor rotation speed detection means 92 is configured to be able to detect the rotation speed with higher accuracy than other rotation speed detection means.

  The controller 21 receives the rotational speed detected by the plurality of rotational speed detectors 91 to 95 as an electrical signal. The control device 21 detects, as the drive wheel rotation speed Nw, a value obtained by calculating the average from the rotation speeds of the left and right wheels 4 and 4 detected by the drive wheel rotation speed detection means 94. As described above, the control device 21 can detect the engine speed Ne, the first input shaft speed Nm1, the second input shaft speed Nm2, the drive wheel speed Nw, and the driven shaft speed Nc.

  Further, the hybrid vehicle 1 includes a rear wheel rotation speed detection means 96 as a rotation speed sensor that detects the rotation speed of a rear wheel (not shown) that is the left and right driven wheels of the hybrid vehicle 1. Respective rotation speeds of the left and right rear wheels detected by the rear wheel rotation speed detection means 96 are input to the control device 21 as electrical signals. The control device 21 detects a value obtained by calculating the average of the rotation speeds of the left and right rear wheels as the rotation speed of the rear wheels.

  Here, the internal combustion engine rotational speed detection means 91 corresponds to the internal combustion engine rotational speed detection means in the first aspect and the third aspect of the present invention, and the drive source rotational speed detection means in the second aspect and the fourth aspect of the present invention. It corresponds to. The motor rotation speed detection means 92 corresponds to the motor rotation speed detection means, the input shaft rotation speed detection means, and the first input shaft rotation speed detection means in the first and third aspects of the present invention. This corresponds to the drive source rotational speed detection means and the transmission rotational speed detection means in the second aspect and the fourth aspect.

  The second input shaft rotational speed detection means 93 corresponds to the input shaft rotational speed detection means and the second input shaft rotational speed detection means in the first and third aspects of the present invention, and the second aspect of the present invention and This corresponds to the transmission rotational speed detection means in the fourth aspect. In addition, it is the first to fourth aspects of the present invention that the control device 21 calculates the average of the rotational speeds of the left and right wheels 4 and 4 based on the drive wheel rotational speed detection means 94 and this signal to obtain the rotational speed. This corresponds to the drive wheel rotational speed detection means in the aspect.

  The driven shaft rotational speed detection means 95 corresponds to the driven shaft rotational speed detection means in the first aspect and the third aspect of the present invention, and the transmission rotational speed detection means in the second aspect and the fourth aspect of the present invention. Equivalent to. Further, the rear wheel corresponds to another wheel in the first aspect to the fourth aspect of the present invention, and the rear wheel rotational speed detection means 96 serves as the other wheel rotational speed detection means in the first aspect to the fourth aspect of the present invention. Equivalent to.

  Next, the operation of the automatic transmission 31 configured as described above will be described.

  In the automatic transmission 31, the engine 10 can be started using the driving force of the electric motor 11 by engaging the first clutch 51.

  When the first speed is established using the driving force of the engine 10, the ring gear 17 of the planetary gear mechanism 15 is fixed by the lock mechanism 60, and the first clutch 51 is engaged to be engaged. Here, traveling using only the driving force of the engine 10 is referred to as ENG traveling.

  The driving force of the engine 10 is input to the sun gear 16 of the planetary gear mechanism 15 via the engine output shaft 32, the first clutch 51, and the first input shaft 34, and the rotational speed of the engine 10 input to the engine output shaft 32. Is decelerated to 1 / (g + 1) and transmitted to the third-speed drive gear 73 via the carrier 18.

  The driving force transmitted to the third speed drive gear 73 is the gear ratio (the number of teeth of the drive gear / the number of teeth of the driven gear) of the third speed gear train G3 composed of the third speed drive gear 73 and the first driven gear 41. i is shifted to 1 / {i (g + 1)} and output from the output gear 33 via the first driven gear 41 and the driven shaft 38, and the first gear is established.

  In this way, in the automatic transmission 31, the first gear can be established by the planetary gear mechanism 15 and the third gear train, so that a meshing mechanism dedicated to the first gear is not required, thereby shortening the axial length of the automatic transmission. Can be achieved.

  In the first gear, the control device 21 generates power by applying a brake with the electric motor 11 in accordance with the SOC (State Of Charge) of the power storage device 2 and the vehicle is in a decelerating state. Perform deceleration regenerative operation. Further, according to the SOC of the power storage device 2, the electric motor 11 is driven and HEV (Hybrid Electric Vehicle) traveling that assists the driving force of the engine 10, or EV (Electric Vehicle) traveling that travels only by the driving force of the electric motor 11. It can be performed.

  Further, when the vehicle is traveling in EV and the vehicle is allowed to decelerate and the vehicle speed is equal to or higher than a certain speed, the driving force of the electric motor 11 is used by gradually engaging the first clutch 51. Instead, the engine 10 can be started using the kinetic energy of the vehicle.

  In addition, when the control device 21 predicts from the various electric signals such as the vehicle speed and the amount of operation of the accelerator pedal that the upshift to the second gear is performed during traveling at the first gear, the second meshing mechanism 62 is set to 2 A second-speed side connected state in which the high-speed driving gear 72 and the second input shaft 35 are connected or a pre-shift state approaching this state is set.

  When the second speed is established using the driving force of the engine 10, the second meshing mechanism 62 is brought into a second speed side coupling state in which the second speed driving gear 72 and the second input shaft 35 are coupled, and the second clutch 52 is fastened to the engaged state. In this case, the driving force of the engine 10 is output from the output gear 33 via the second clutch 52, the idle gear train GI, the second input shaft 35, the second speed gear train G2, and the driven shaft 38.

  When the control device 21 predicts an upshift at the second speed stage, the first meshing mechanism 61 is connected to the third speed drive state where the third speed drive gear 73 and the first input shaft 34 are connected. The pre-shift state is approaching the state.

  Conversely, when the control device 21 predicts a downshift, the first meshing mechanism 61 is in a neutral state in which the connection between the third speed drive gear 73 and the fifth speed drive gear 75 and the first input shaft 34 is disconnected. To do.

  As a result, an upshift or a downshift can be performed simply by setting the first clutch 51 to the engaged state and the second clutch 52 to the disengaged state, and smoothly switching the shift speed without interrupting the driving force. be able to.

  Even at the second speed, when the vehicle is in a decelerating state, control device 21 performs a deceleration regenerative operation in accordance with the SOC of power storage device 2. When performing the deceleration regenerative operation in the second speed stage, it differs depending on whether the first meshing mechanism 61 is in the third speed side connected state or in the neutral state.

  When the first meshing mechanism 61 is in the third-speed-side connected state, the third-speed drive gear 73 that is rotated by the first driven gear 41 that is rotated by the second-speed drive gear 72 is connected via the first input shaft 34 to the electric motor 11. In order to rotate the rotor 13, the rotation of the rotor 13 is suppressed and braking is applied to generate electricity and perform regeneration.

  When the first meshing mechanism 61 is in the neutral state, the rotational speed of the ring gear 17 is set to “0” by setting the lock mechanism 60 in a fixed state, together with the third speed drive gear 73 meshing with the first driven gear 41. Regeneration is performed by applying a brake by causing the electric motor 11 connected to the sun gear 16 to generate the rotational speed of the rotating carrier 18.

  When HEV traveling is performed at the second speed, for example, the first meshing mechanism 61 is set to the third speed-side connection state where the third speed drive gear 73 and the first input shaft 34 are connected, and the lock mechanism 60 is opened. Thus, the planetary gear mechanism 15 can be made in a state in which the respective elements cannot be rotated relative to each other, and the driving force of the electric motor 11 is transmitted to the output gear 33 via the third-speed gear train G3. Alternatively, the first meshing mechanism 61 is set to the neutral state, the lock mechanism 60 is set to the fixed state, the rotation speed of the ring gear 17 is set to “0”, and the driving force of the motor 11 is transmitted to the first driven gear 41 through the first speed path. This makes it possible to perform HEV traveling at the second gear. In this case, in addition to the driving force of the engine 10 during ENG traveling at the second speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the third gear train G3, and the driven shaft 38. Is done.

  When the third speed is established using the driving force of the engine 10, the first meshing mechanism 61 is set to the third speed side connected state in which the third speed driving gear 73 and the first input shaft 34 are connected, and the first clutch 51 is fastened to the engaged state. In this case, the driving force of the engine 10 is transmitted to the output gear 33 via the engine output shaft 32, the first clutch 51, the first input shaft 34, the first meshing mechanism 61, and the third speed gear train G3. It is output at the rotation number i.

  At the third speed, the first meshing mechanism 61 is in the third speed side connected state in which the third speed drive gear 73 and the first input shaft 34 are connected. Therefore, the sun gear 16 and the carrier 18 of the planetary gear mechanism 15 Are the same rotation.

  Accordingly, each element of the planetary gear mechanism 15 becomes in a state in which relative rotation is impossible, and if the sun gear 16 is braked by the electric motor 11, deceleration regeneration is performed, and if the driving force is transmitted to the sun gear 16 by the electric motor 11, HEV traveling is performed. Can do. In this case, in addition to the driving force of the engine 10 during ENG traveling at the third speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the third gear train G3, and the driven shaft 38. Is done.

  Further, the first clutch 51 is released (at this time, the second clutch 52 is already in an open state. If the second clutch 52 is not in an open state, it is in an open state), and only the driving force of the electric motor 11 is used. EV traveling is also possible.

  In the third speed, the control device 21 causes the second meshing mechanism 62 to be connected to the second speed drive gear 72 and the second input when a downshift is predicted based on various electric signals such as the vehicle speed and the accelerator pedal operation amount. When the second-speed side connected state connecting the shaft 35 or the pre-shift state approaching this state is set and an upshift is predicted, the fourth meshing mechanism 64 is connected to the fourth-speed drive gear 74 and the second input shaft 35. It is set as the 4th speed side connection state to connect, or the pre-shift state which approaches this state.

  As a result, it is possible to change the gear position by simply engaging the second clutch 52 and bringing the clutch into the engaged state, and releasing the first clutch 51 and making the gear shift smoothly without interruption of the driving force. Can be done.

  When the fourth speed is established using the driving force of the engine 10, the fourth meshing mechanism 64 is set to the fourth speed side coupling state in which the fourth speed driving gear 74 and the second input shaft 35 are coupled, and the second clutch 52 is fastened to an engaged state. In this case, the driving force of the engine 10 is output from the output gear 33 via the second clutch 52, the idle gear train GI, the second input shaft 35, the fourth speed gear train G4, and the driven shaft 38.

  When the control device 21 predicts a downshift from various electric signals during traveling at the fourth speed stage, the first meshing mechanism 61 is connected to the third speed drive gear 73 and the first input shaft 34 to the third speed. A side-connected state or a pre-shift state approaching this state.

  Conversely, when the control device 21 predicts an upshift from various electrical signals, the third meshing mechanism 63 is connected to the fifth speed drive gear 75 and the first input shaft 34, or the fifth speed connected state, The pre-shift state is approached to this state. As a result, the first clutch 51 can be engaged and engaged, and the second clutch 52 can be disengaged simply by releasing it. Thus, downshifting or upshifting can be performed, and the driving force is not interrupted. It can be done smoothly.

  When performing deceleration regeneration or HEV traveling during traveling at the fourth speed, when the control device 21 predicts a downshift, the first meshing mechanism 61 is connected to the third speed driving gear 73 and the first input shaft 34. It is possible to perform the deceleration regeneration if the brake is applied by the electric motor 11 and the driving force is transmitted, and HEV traveling can be performed if the connected state is the third speed side connected state. In this case, in addition to the driving force of the engine 10 during ENG traveling at the fourth speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the third gear train G3, and the driven shaft 38. Is done.

  When the control device 21 predicts an upshift, the third meshing mechanism 63 is brought into a fifth speed side connected state in which the fifth speed drive gear 75 and the first input shaft 34 are connected, and if the electric motor 11 applies a brake, deceleration regeneration is performed. If the driving force is transmitted from the electric motor 11, HEV traveling can be performed. In this case, in addition to the driving force of the engine 10 during ENG traveling at the fourth speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the fifth speed gear train G5, and the driven shaft 38. Is done.

  When the fifth speed stage is established using the driving force of the engine 10, the third meshing mechanism 63 is set in the fifth speed side connected state in which the fifth speed drive gear 75 and the first input shaft 34 are connected. At the fifth speed, since the first clutch 51 is engaged and the engine 10 and the electric motor 11 are directly connected to each other, HEV traveling can be performed by outputting driving force from the electric motor 11. If the electric motor 11 is braked to generate electric power, deceleration regeneration can be performed.

  Note that when EV traveling is performed at the fifth speed, the first clutch 51 may be in an open state (at this time, the second clutch 52 is already in an open state. If the second clutch 52 is not in an open state) Open). Further, the engine 10 can be started by gradually engaging the first clutch 51 during EV traveling at the fifth speed.

  When a downshift from various electrical signals to the fourth speed is predicted during traveling at the fifth speed, the control device 21 causes the fourth meshing mechanism 64 to connect the fourth speed drive gear 74 and the second input shaft 35. When the connected fourth speed side connected state or the pre-shift state approaching this state is set and an upshift is predicted, the second meshing mechanism 62 connects the sixth speed drive gear 76 and the second input shaft 35 6. Let it be a fast-side connected state or a pre-shift state approaching this state.

  As a result, it is possible to change the gear position by simply engaging the second clutch 52 and bringing the clutch into the engaged state, and releasing the first clutch 51 and making the gear shift smoothly without interruption of the driving force. Can be done.

  When the sixth speed is established using the driving force of the engine 10, the second meshing mechanism 62 is brought into a sixth speed connected state in which the sixth speed driving gear 76 and the second input shaft 35 are connected, and the second clutch 52 is fastened to an engaged state. In this case, the driving force of the engine 10 is output from the output gear 33 via the second clutch 52, the idle gear train GI, the second input shaft 35, the sixth speed gear train G6, and the driven shaft 38.

  If the control device 21 predicts a downshift from various electrical signals during traveling at the sixth speed, the third meshing mechanism 63 is connected to the fifth speed drive gear 75 and the first input shaft 34. A side-connected state or a pre-shift state approaching this state.

  Conversely, when the control device 21 predicts an upshift from various electrical signals, the first meshing mechanism 61 is connected to the seventh speed drive gear 77 and the first input shaft 34, or is connected to the seventh speed side. The pre-shift state is approached to this state. As a result, the first clutch 51 can be engaged and engaged, and the second clutch 52 can be disengaged simply by releasing it. Thus, downshifting or upshifting can be performed, and the driving force is not interrupted. It can be done smoothly.

  When performing deceleration regeneration or HEV traveling during traveling at the sixth speed, when the control device 21 predicts a downshift, the third meshing mechanism 63 is connected to the fifth speed driving gear 75 and the first input shaft 34. If the connected state is the fifth-speed side and the brake is applied by the electric motor 11, deceleration regeneration can be performed, and HEV traveling can be performed if the driving force is transmitted. In this case, in addition to the driving force of the engine 10 during ENG traveling at the sixth speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the fifth gear train G3, and the driven shaft 38. Is done.

  When the control device 21 predicts an upshift, the first meshing mechanism 61 is brought into a seventh-speed connected state in which the seventh-speed drive gear 77 and the first input shaft 34 are connected, and if the brake is applied by the electric motor 11, deceleration regeneration is performed. If the driving force is transmitted from the electric motor 11, HEV traveling can be performed. In this case, in addition to the driving force of the engine 10 during ENG traveling at the sixth speed, the driving force of the electric motor 11 is transmitted to the output gear 33 via the first input shaft 34, the seventh speed gear train G7, and the driven shaft 38. Is done.

  When the seventh speed is established using the driving force of the engine 10, the first meshing mechanism 61 is in a seventh speed side connected state in which the seventh speed drive gear 77 and the first input shaft 34 are connected. At the seventh speed, since the first clutch 51 is engaged and the engine 10 and the electric motor 11 are directly connected, the HEV traveling can be performed if the driving force is output from the electric motor 11. If the electric motor 11 is braked to generate electric power, deceleration regeneration can be performed.

  When EV traveling is performed at the seventh speed, the first clutch 51 may be in an open state (at this time, the second clutch 52 is already in an open state. If the second clutch 52 is not in an open state) Open). Further, the engine 10 can also be started by gradually engaging the first clutch 51 during EV traveling at the seventh speed.

  When the downshift from the various electrical signals to the sixth speed is predicted while traveling at the seventh speed, the control device 21 causes the second meshing mechanism 62 to move between the sixth speed drive gear 76 and the second input shaft 35. The connected 6th-speed side connected state or a pre-shifted state approaching this state. As a result, the downshift to the sixth gear can be smoothly performed without interruption of the driving force.

  When the first reverse speed stage is established using the driving force of the engine 10, the lock mechanism 60 is set in a fixed state, the reverse meshing mechanism 65 is set in a connected state in which the reverse gear GR and the reverse shaft 36 are connected, The clutch 52 is engaged and brought into an engaged state. As a result, the driving force of the engine output shaft 32 moves backward via the second clutch 52, the idle gear train GI, the reverse gear GR, the reverse driven gear 44, the sun gear 16, the carrier 18, the third speed gear train G3, and the driven shaft 38. As the rotation in the direction, it is output from the output gear 33 and the first reverse speed is established.

  At this time, instead of setting the lock mechanism 60 in a fixed state, the third speed stage can be established if the first meshing mechanism 61 is set to the third speed side connected state, and if the first meshing mechanism 61 is set to the seventh speed side connected state. The seventh reverse speed can be established, and the fifth reverse speed can be established if the third meshing mechanism 63 establishes the fifth speed connected state.

  The control device 21 calculates the rotation speed corresponding to the traveling speed of the hybrid vehicle 1 from the rotation speeds detected by the plurality of rotation speed detection units 91 to 95. In the present embodiment, the rotation speed corresponding to the traveling speed is set as the “reference rotation speed” in the present invention. In the present embodiment, the rotational speed corresponding to the traveling speed is an average of the rotational speeds of the left and right wheels 4 and 4 detected when the drive wheel rotational speed detection means 94 is operating correctly. The control device 21 can calculate the traveling speed (the unit is, for example, [km / h]) based on the rotational speed corresponding to the traveling speed and the outer diameter of the wheel.

  Hereinafter, the rotational speed corresponding to the traveling speed obtained based on the engine rotational speed Ne is referred to as “engine traveling speed rotational speed Ve”, and the rotational speed corresponding to the traveling speed obtained based on the first input shaft rotational speed Nm1. The number is referred to as “first input shaft traveling speed rotational speed Vm1”, and the rotational speed corresponding to the traveling speed obtained based on the second input shaft rotational speed Nm2 is referred to as “second input shaft traveling speed rotational speed Vm2”. The rotational speed corresponding to the traveling speed obtained based on the driving wheel rotational speed Nw is referred to as “driving wheel traveling speed rotational speed Vw”, and the rotational speed corresponding to the traveling speed obtained based on the driven shaft rotational speed Nc. Is referred to as “driven shaft traveling speed rotational speed Vc”.

  The control device 21 multiplies the engine rotational speed Ne by the gear ratio between the engine 10 and the wheel 4 to calculate the engine traveling speed rotational speed Ve. The “gear ratio between the engine 10 and the wheel 4” includes “the gear ratio of the currently established shift stage of the automatic transmission 31”, “the gear ratio of the output gear 33 and the differential gear 45”, and “the differential gear”. It is a value obtained by multiplying 45 input / output gear ratio (so-called final reduction ratio).

  As shown in FIG. 2, the engine running speed rotational speed Ve is “a state in which the first clutch 51 is completely transmitting the driving force of the engine 10 to the first input shaft 34, and in the odd-numbered in-gear state. It is effective in the case of “there is a state” or “the state in which the second clutch 52 is completely transmitting the driving force of the engine 10 to the second input shaft 35 and is in the even-numbered in-gear state”. . In other words, the value is effective only when HEV traveling and ENG traveling are performed.

  The controller 21 multiplies the first input shaft rotational speed Nm1 by the gear ratio between the first input shaft 34 and the wheel 4 to calculate the first input shaft traveling speed rotational speed Vm1. The “gear ratio between the first input shaft 34 and the wheel 4” is “the gear ratio of the gear stage when any odd gear stage is established in the gear ratio order”, “the output gear”. 33 is a value obtained by multiplying the gear ratio between the differential gear 45 and the differential gear 45 and the gear ratio between the input and output of the differential gear 45 (so-called final reduction ratio). As shown in FIG. 2, the first input shaft traveling speed rotational speed Vm1 is an effective value only in the odd-numbered in-gear state.

  The control device 21 multiplies the second input shaft rotational speed Nm2 by the gear ratio between the second input shaft 35 and the wheel 4 to calculate the second input shaft traveling speed rotational speed Vm2. The “gear ratio between the second input shaft 35 and the wheel 4” is “the gear ratio of the gear stage when any even gear stage is established in the gear ratio order”, “output gear” 33 is a value obtained by multiplying the gear ratio between the differential gear 45 and the differential gear 45 and the gear ratio between the input and output of the differential gear 45 (so-called final reduction ratio). As shown in FIG. 2, the second input shaft traveling speed rotational speed Vm2 is an effective value only in the even-numbered in-gear state.

  The control device 21 treats the drive wheel rotational speed Nw as it is as the drive wheel traveling speed rotational speed Vw. As shown in FIG. 2, the drive wheel rotation speed Nw is always an effective value regardless of the state of the vehicle.

  The control device 21 multiplies the driven shaft rotational speed Nc by the gear ratio between the driven shaft 38 and the wheel 4 to calculate the driven shaft traveling speed rotational speed Vc. The “gear ratio between the driven shaft 38 and the wheel 4” is “the gear ratio between the output gear 33 and the differential gear 45” and “the gear ratio between the input and output of the differential gear 45 (so-called final reduction ratio)”. Is the value multiplied by. As shown in FIG. 2, the drive wheel rotation speed Nw is always an effective value regardless of the state of the vehicle.

  As described above, in the present embodiment, the control device 21 calculates five reference rotation speeds (hereinafter referred to as “reference rotation speed”). Based on these reference rotational speeds, the control device 21 determines whether or not there is an abnormality in the plurality of rotational speed detection means 91 to 95. Hereinafter, this determination will be described.

  The control device 21 selects three reference rotation speeds from the five reference rotation speeds. The control device 21 sets priorities for the plurality of rotation speed detection means 91 to 95.

  First, the control device 21 preferentially selects the rotational speed detection means close to the wheel 4 on the path for transmitting the rotational output (that is, driving force or mechanical power) to the wheel 4 (hereinafter referred to as “priority selection 1”). Called). The “path through which rotational output (mechanical power) is transmitted to the wheels 4” is a path through which rotational output (that is, driving force or mechanical power) from the electric motor 11 or the engine 10 is transmitted to the wheels 4.

  Further, the rotation speed detection means having a small number of meshes of gears or the like in the middle of the path is set as the rotation speed detection means close to the wheel 4. That is, when calculating the reference rotational speed from the rotational speed detected by the rotational speed detecting means, the smaller the number multiplied by the gear ratio of each gear, the closer. By preferentially selecting a rotation speed detection means with a small number of multiplications, the calculation error is reduced and the rotation speed is close to the rotation speed corresponding to the original traveling speed. For this reason, when arranged in the order of priority in priority selection 1, “driving wheel speed detecting means 94” → “driven shaft speed detecting means 95” → “motor speed detecting means 92, second input shaft speed” Detection means 93, internal combustion engine speed detection means 91 ".

  In the first to fourth aspects of the present invention, the priority selection 1 is “a member close to the drive wheel on the path for transmitting mechanical power to the drive wheel when selecting the plurality of rotation speed detection means”. This corresponds to “selecting preferentially the rotational speed detection means for detecting the rotational speed”.

  In the priority selection 1, the same priority order, that is, the motor rotation speed detection means 92, the second input shaft rotation speed detection means 93, and the internal combustion engine rotation speed detection means 91 are the same. It ’s close. That is, each of the motor rotation speed detection means 92, the second input shaft rotation speed detection means 93, and the internal combustion engine rotation speed detection means 91 is “similar to the drive wheel” in the first to fourth aspects of the present invention. This corresponds to a “rotational speed detection means for detecting the rotational speed of a member close to“.

  Next, the control device 21 detects the number of rotations of a member that is difficult to be disengaged from the wheel 4 on the path for transmitting the rotation output (mechanical power) to the wheel 4, that is, the wheel. 4 is preferentially selected as a rotational speed detecting means for detecting the rotational speed of a member having a small number of connecting / disconnecting means (hereinafter referred to as “priority selection 2”). Here, in this embodiment, the connection / disconnection means means the first clutch 51, the second clutch 52, the lock mechanism 60, the first meshing mechanism 61, the second meshing mechanism 62, the third meshing mechanism 63, and the fourth meshing. Mechanism 64.

  As a result, while the rotational speed is being detected, the connection / disconnection state of the connection / disconnection means changes due to the speed change operation of the transmission (for example, the first clutch 51 changes from the engagement state to the release state). This makes it difficult for the rotation speed to become invalid from valid. When such a situation occurs, it is necessary to acquire the rotational speed again, and the processing speed for detecting the rotational speed, and thus determining the abnormality of the rotational speed detection means described later, is increased. For this reason, it can reduce that processing speed becomes long by selecting like priority selection 2.

  For this reason, when the priority selection 2 is arranged in the order of high priority, “driving wheel speed detecting means 94” → “driven shaft speed detecting means 95” → “motor speed detecting means 92, second input shaft speed” Detection means 93 ”→“ internal combustion engine speed detection means 91 ”.

  The priority selection 2 is “engagement with the driving wheel on the path for transmitting mechanical power to the driving wheel when selecting the plurality of rotation speed detecting means” in the first to fourth aspects of the present invention. This is equivalent to preferentially selecting the rotation speed detecting means for detecting the rotation speed of the member that is difficult to be released.

  Further, in the priority selection 2, the same priority order, that is, the motor rotation speed detection means 92 and the second input shaft rotation speed detection means 93 are rotations of members that are not easily disengaged to the same extent. It is a rotation speed detection means for detecting the number. That is, each of the motor rotation speed detection means 92 and the second input shaft rotation speed detection means 93 detects the rotation speed of a member that is hardly disengaged to the same extent in the first to fourth aspects of the present invention. This corresponds to the “rotation speed detecting means”.

  Next, the control device 21 preferentially selects a rotational speed detection means with high accuracy for detecting the rotational speed (hereinafter referred to as “priority selection 3”). This makes it easier to acquire a value closer to the rotational speed corresponding to the actual travel speed. As described above, in the present embodiment, among the plurality of rotation number detection units 91 to 95, the motor rotation number detection unit 92 is configured with higher accuracy than the other rotation number detection units 91 and 93 to 95. . Therefore, when the priority selection 3 is arranged in the order of high priority, “motor rotation speed detection means 92” → “drive wheel rotation speed detection means 94, driven shaft rotation speed detection means 95, second input shaft rotation speed detection means”. 93, an internal combustion engine speed detecting means 91 ".

  In the first to fourth aspects of the present invention, the priority selection 3 is “the control means is the rotation speed detection means for detecting the rotation speed of a member that is hardly disengaged to the same extent during the selection. This is equivalent to preferentially selecting a high-precision rotation speed detecting means for detecting "."

  As described above, the control device 21 determines the priority order of the rotational speed detection means in the order of priority selection 1 → priority selection 2 → priority selection 3, so that the priority selection 1 first performs “drive wheel rotational speed detection”. The order of “means 94” → “driven shaft rotational speed detecting means 95” is determined, and the next priority is “motor speed detecting means 92, second input shaft rotational speed detecting means 93, internal combustion engine rotational speed detecting means 91”. The three are in the same order. Then, according to priority selection 2, the three items having the same rank in priority selection 1 are arranged in the order of “motor rotation speed detection means 92, second input shaft rotation speed detection means 93” → “internal combustion engine rotation speed detection means 91”. . Then, by priority selection 3, the two items having the same rank in priority selection 2 are arranged in the order of “motor rotation speed detection means 92” → “second input shaft rotation speed detection means 93”.

  As described above, when the plurality of rotation speed detection means 91 to 95 are arranged in the order of priority, “drive wheel rotation speed detection means 94” → “driven shaft rotation speed detection means 95” → “motor rotation speed detection”. Means 92 ”→“ second input shaft speed detection means 93 ”→“ internal combustion engine speed detection means 91 ”. That is, as shown in FIG. 3, the priority order of the reference rotation speed obtained based on the rotation speeds detected by the plurality of rotation speed detection means 91 to 95 is “drive wheel travel speed rotation speed Vw”. "→" driven shaft traveling speed rotational speed Vc "→" first input shaft traveling speed rotational speed Vm1 "→" second input shaft traveling speed rotational speed Vm2 "→" engine traveling speed rotational speed Ve ".

  Thus, giving priority to the plurality of rotation speed detecting means 91 to 95 is equivalent to assigning priority to the reference rotation speeds Ve, Vm1, Vm2, Vw, and Vc. Hereinafter, the “reference rotational speed obtained based on the rotational speed detected by the rotational speed detection means” is simply referred to as “reference rotational speed according to the rotational speed detection means”.

  The priority order of the rotational speed detection means is determined by priority selection 2 after priority selection 1 is “when the plurality of rotational speed detection means are selected, the drive wheels in the first to fourth aspects of the present invention”. The rotation speed detection means for detecting the rotation speed of the member close to the drive wheel is preferentially selected on the path for transmitting mechanical power to the drive wheel, and the rotation speed of the member close to the drive wheel is detected at the time of the selection. As the rotational speed detecting means, the rotational speed detecting means for detecting the rotational speed of a member that is difficult to be disengaged from the driving wheel on a path for transmitting mechanical power to the driving wheel is preferentially selected. It corresponds to that.

  Next, the control device 21 determines whether or not each of the reference rotational speeds Ve, Vm1, Vm2, Vw, and Vc is valid based on the current vehicle state as described above (see FIG. 2). Then, the control device 21 gives priority only to the reference rotation speed obtained by excluding the reference rotation speed determined as invalid from the reference rotation speeds Ve, Vm1, Vm2, Vw, and Vc. The control device 21 selects the three rotation speed detection means (that is, the reference rotation speed) according to the priority order of the rotation speed detection means (that is, the reference rotation speed) determined as described above.

  At this time, the first (priority 1) rotation speed detection means in the priority order is set as the first detection means, and the reference rotation speed corresponding to the first detection means is set as the first reference rotation speed V1. Further, the second (priority 2) rotation speed detection means in the order of priority is set as the second detection means, and the reference rotation speed corresponding to the second detection means is set as the second reference rotation speed V2. Similarly, when the third and subsequent priority orders are represented by n (where n is a natural number), the nth (priority n) rotation speed detection means is the nth detection means in the priority order. The reference rotational speed corresponding to the nth detection means is defined as the nth reference rotational speed Vn.

  Below are some examples of different vehicle conditions.

  For example, during HEV traveling at the third speed, since “the first clutch 51 is engaged”, “odd-side in-gear state”, and “even-numbered-side in-gear state”, the engine traveling speed rotational speed Ve and the first input shaft Four of the traveling speed rotational speed Vm1, the driving wheel traveling speed rotational speed Vw, and the driven shaft traveling speed rotational speed Vc are effective rotational speeds, and one of the second input shaft traveling speed rotational speed Vm2 is an invalid rotational speed.

  At this time, the priority order of the reference rotational speed is “drive wheel traveling speed rotational speed Vw” → “driven shaft traveling speed rotational speed Vc” → “first input shaft traveling speed rotational speed Vm1” → “engine traveling speed rotational speed Ve”. " Accordingly, at this time, the control device 21 sets the first reference rotational speed V1 as the drive wheel traveling speed rotational speed Vw, the second reference rotational speed V2 as the driven shaft traveling speed rotational speed Vc, and the third reference rotational speed V3. The first input shaft traveling speed rotational speed is Vm1.

  Further, during EV traveling at the third speed, since the “first clutch 51 and second clutch 52 are disengaged”, “odd-side in-gear state”, and “even-numbered-side in-gear state”, the first input shaft traveling speed Three of the rotation speed Vm1, the driving wheel traveling speed rotation speed Vw, and the driven shaft traveling speed rotation speed Vc are effective rotation speeds, and two of the engine traveling speed rotation speed Ve and the second input shaft traveling speed rotation speed Vm2 are invalid. The number of revolutions is

  At this time, the priority order of the reference rotational speed is “drive wheel traveling speed rotational speed Vw” → “driven shaft traveling speed rotational speed Vc” → “first input shaft traveling speed rotational speed Vm1”. Accordingly, at this time, the control device 21 sets the first reference rotational speed V1 as the drive wheel traveling speed rotational speed Vw, the second reference rotational speed V2 as the driven shaft traveling speed rotational speed Vc, and the third reference rotational speed V3. The first input shaft traveling speed rotational speed is Vm1.

  In addition, when pre-shifting to the fourth speed side connected state during HEV traveling at the third speed, the first clutch 51 is “engaged”, “odd side in-gear state”, and “even side in-gear state”. The five effective speeds of the traveling speed rotational speed Ve, the first input shaft traveling speed rotational speed Vm1, the second input shaft traveling speed rotational speed Vm2, the drive wheel traveling speed rotational speed Vw, and the driven shaft traveling speed rotational speed Vc are effective. (There is no invalid rotation speed).

  At this time, the priority order of the reference rotational speed is “drive wheel traveling speed rotational speed Vw” → “driven shaft traveling speed rotational speed Vc” → “first input shaft traveling speed rotational speed Vm1” → “second input shaft traveling speed”. "Rotation speed Vm2" → "engine running speed rotation speed Ve". Accordingly, at this time, the control device 21 sets the first reference rotational speed V1 as the drive wheel traveling speed rotational speed Vw, the second reference rotational speed V2 as the driven shaft traveling speed rotational speed Vc, and the third reference rotational speed V3. The first input shaft traveling speed rotational speed is Vm1.

  Further, during ENG traveling at the fourth speed, since “the second clutch 52 is engaged”, “not in the odd-numbered in-gear state”, and “even-numbered in-gear state”, the engine traveling speed rotational speed Ve and the second Four of the input shaft traveling speed rotational speed Vm2, the drive wheel traveling speed rotational speed Vw, and the driven shaft traveling speed rotational speed Vc are effective rotational speeds, and one of the first input shaft traveling speed rotational speed Vm1 is an invalid rotational speed. Become.

  At this time, the priority order of the reference rotational speed is “drive wheel traveling speed rotational speed Vw” → “driven shaft traveling speed rotational speed Vc” → “second input shaft traveling speed rotational speed Vm2” → “engine traveling speed rotational speed Ve”. " Accordingly, at this time, the control device 21 sets the first reference rotational speed V1 as the drive wheel traveling speed rotational speed Vw, the second reference rotational speed V2 as the driven shaft traveling speed rotational speed Vc, and the third reference rotational speed V3. The second input shaft travel speed is set to the rotational speed Vm2.

  The control device 21 calculates each difference between the first to third reference rotational speeds V1 to V3 selected as described above. Specifically, the control device 21 calculates a difference (hereinafter referred to as “first difference”) | V1−V2 | between the first reference rotation speed V1 and the second reference rotation speed V2, and calculates the second reference rotation speed V2. | V2−V3 | is calculated, and the difference between the third reference rotation speed V3 and the first reference rotation speed V1 (hereinafter referred to as “the second difference”) is calculated. | V3−V1 |) is calculated. Here, the difference between A and B may be either an absolute value of AB or an absolute value of BA.

  Thereafter, the control device 21 determines whether or not the first difference | V1−V2 | is equal to or less than a predetermined value α by the first determination processing unit 2111, and the second difference | V2−V3 by the second determination processing unit 2112. It is determined whether or not | is equal to or less than a predetermined value α, and the third determination processing unit 2113 determines whether or not the third difference | V3−V1 | Here, the predetermined value α is set to a value by which it can be determined that the reference rotational speeds are equal to each other. That is, it is determined in advance by experiments or the like and stored in the memory 212 in consideration of the measurement error of the rotation speed detection means and the error generated when the reference rotation speed is calculated from the actually detected rotation speed.

  As shown in FIG. 4, a rotation speed detecting means that detects a rotation speed that is a base of the reference rotation speed selected as the first reference rotation speed V1 (for example, the first reference rotation speed V1 is the engine running speed rotation speed Ve. If there is an abnormality in the internal combustion engine speed detection means 91), the first difference | V1-V2 | to the third difference | V3-V1 | is based on the first reference speed V1. The difference calculated in this way becomes larger than the predetermined value α. That is, the first difference | V1−V2 | is larger than the predetermined value α (the determination result of the first determination processing unit is negative), and the second difference | V2−V3 | is equal to or smaller than the predetermined value α (second determination). The determination result of the processing unit is affirmative), and the third difference | V3−V1 | becomes larger than the predetermined value α (the determination result of the third determination processing unit is negative).

  In addition, when there is an abnormality in the rotation speed detection means that has detected the rotation speed that is the basis of the reference rotation speed selected as the second reference rotation speed V2, the first difference | V1−V2 | to the third difference | V3. The difference calculated based on the second reference rotational speed V2 in −V1 | is greater than the predetermined value α. The first difference | V1−V2 | is larger than the predetermined value α (the determination result of the first determination processing unit is negative), and the second difference | V2−V3 | is larger than the predetermined value α (second determination processing unit). Is negative), the third difference | V3−V1 | becomes equal to or less than the predetermined value α (the determination result of the third determination processing unit is positive).

  Further, if there is an abnormality in the rotation speed detection means that has detected the rotation speed that is the basis of the reference rotation speed selected as the third reference rotation speed V3, the first reference rotation speed V1 and the third reference rotation speed V3 are set. Similarly to the case, the difference calculated based on the third reference rotational speed V3 among the first difference | V1−V2 | to the third difference | V3−V1 | is greater than the predetermined value α. The first difference | V1−V2 | becomes equal to or smaller than the predetermined value α (the determination result of the first determination processing unit is positive), and the second difference | V2−V3 | becomes larger than the predetermined value α (second determination processing unit). The third difference | V3−V1 | becomes larger than the predetermined value α (the determination result of the third determination processing unit is negative).

  From the above, when the determination results of the first determination processing unit 2111 and the second determination processing unit 2112 are negative and the determination result of the third determination processing unit 2113 is positive, the control device 21 The two detection means are determined to be abnormal, and the first detection means and the third detection means are determined to be normal. In addition, the control device 21 determines that the third determination processing unit 2112 and the third determination processing unit 2113 are negative when the determination results of the first determination processing unit 2111 are negative and the determination results of the first determination processing unit 2111 are negative. The detection means is determined to be abnormal, and the first detection means and the second detection means are determined to be normal.

  In addition, the control device 21 determines that the first determination processing unit 2111 and the third determination processing unit 2113 have a negative determination result and the second determination processing unit 2112 has a positive determination result. The detection means is determined to be abnormal, and the second detection means and the third detection means are determined to be normal. In addition, when the determination results of the first determination processing unit 2111, the second determination processing unit 2112, and the third determination processing unit 2113 are affirmative, the control device 21 includes a first detection unit, a second detection unit, and It is determined that all the third detection means are normal.

  In this way, the control device 21 determines normality or abnormality for each of the first detection means, the second detection means, and the third detection means. For the rotation speed detection means (that is, the reference rotation speed) with a priority of 4 or less, the “reference rotation speed according to the rotation speed detection means”, the “first detection means, the second detection means, and the first rotation speed”. The difference with the “reference rotational speed corresponding to the rotational speed detection means determined as normal among the three detection means” is compared, and it is determined whether or not it is equal to or less than a predetermined value α. At this time, if the difference is less than or equal to the predetermined value α, the rotation speed detection means is normal, and if the difference is greater than the predetermined value α, the rotation speed detection means is abnormal.

  For example, as in the above-described example, when the vehicle is pre-shifted to the fourth speed connected state during HEV traveling at the third speed, the priority 1 is the driving wheel traveling speed rotation speed Vw, and the priority 2 is the driven shaft traveling. The speed rotation speed Vc, the priority 3 is the first input shaft travel speed rotation speed Vm1, the priority 4 is the second input shaft travel speed rotation speed Vm2, and the priority 5 is the engine travel speed rotation speed Ve. is there. At this time, for example, when the drive wheel rotational speed detection means 94 serving as the first detection means in this case is at least normal, the second input shaft travel speed rotational speed Vm2 with priority 4 and the drive wheel with priority 1 Whether the second input shaft rotational speed detecting means 93 is normal (below α) or abnormal (larger than α) is determined depending on whether the difference from the running speed rotational speed Vw is a predetermined value α or less. Next, the internal combustion engine speed detecting means 91 is normal (less than α) depending on whether the difference between the priority 5 engine travel speed rotational speed Ve and the priority 1 drive wheel travel speed rotational speed Vw is equal to or less than a predetermined value α. ) Or abnormal (greater than α).

  In the present embodiment, since the number of rotation speed detection means is 5, the priority is up to 5 at the maximum, but when there are more than this, all the reference rotation speeds effective at that time (priority is 4 or less). Such a determination is made for all). In this way, since it is determined whether it is normal or abnormal only by comparing with the rotation speed detection means determined to be normal, whether the rotation speed detection means is normal even when the number of rotation speed detection means is large. Whether or not can be determined promptly.

  Further, when the detection results of the two rotation speed detection means are compared as in Patent Document 1, if one of the rotation speed detection means is abnormal, the other rotation speed detection means is normal. However, it cannot be determined whether the other rotation speed detection means is normal or abnormal. However, in this embodiment, even if any one of the rotation speed detection means is abnormal, the remaining rotation speed detection means can determine whether or not the remaining rotation speed detection means is normal.

  Such a rotational speed detection means with a priority level of 4 or lower is “the rotational speed detection means not selected at the time of selection among the plurality of rotational speed detection means” in the first to fourth aspects of the present invention. It corresponds to. In addition, in the first aspect to the fourth aspect of the present invention, the determination of whether or not the rotation speed detection means with a priority level of 4 or less is normal is selected at the time of selection among the plurality of rotation speed detection means. The rotation speed detection means that has not been selected is selected as the reference rotation speed obtained based on the rotation speed detected by the rotation speed detection means determined to be normal among the selected rotation speed detection means, and the selected rotation speed detection means is not selected. The reference rotational speed obtained based on the rotational speed detected by the rotational speed detection means is obtained, and when the difference between the obtained two rotational speeds is equal to or less than a predetermined value, it is not selected. This is equivalent to “determining that the rotation speed detection means is normal and determining that the rotation speed detection means not selected is abnormal when the rotation speed is greater than a predetermined value”.

  The control device 21 determines whether the plurality of rotation speed detection units 91 to 95 are normal or abnormal when the hybrid vehicle 1 is started, and thereafter performs the determination every predetermined interval (for example, 10 msec). The control device 21 also includes a plurality of connecting / disconnecting means (a first clutch 51, a second clutch 52, and a first meshing mechanism 61) when the shift stage of the automatic transmission 31 is changed or when the preshift state is changed. When any of the second meshing mechanism 62, the third meshing mechanism 63, and the fourth meshing mechanism 64) is switched, the reference rotational speeds Ve, Vm1, Vm2, Vw, Vc are changed as shown in FIG. Since the validity and invalidity change, the determination is performed even in such a case.

  Similarly to the case where the rotation speed is determined to be invalid, the control device 21 is determined to be abnormal at the previous timing when selecting three rotation speed detection means from among the plurality of rotation speed detection means 91 to 95. Excludes rotational speed detection means.

  For example, as in the above-described example, when the driven shaft rotational speed detection means 95 is determined to be abnormal in the previous determination when pre-shifting to the fourth speed connected state during HEV traveling at the third speed. The control device 21 sets the priority 1 as the driving wheel traveling speed rotational speed Vw, the priority 2 as the first input shaft traveling speed rotational speed Vm1, the priority 3 as the second input shaft traveling speed rotational speed Vm2, Priority 4 is set as the engine running speed rotational speed Ve.

  Next, the control device 21 determines whether or not each of the reference rotational speeds Ve, Vm1, Vm2, Vw, and Vc is valid based on the current vehicle state as described above (see FIG. 2). Then, the control device 21 gives priority only to the reference rotation speed obtained by excluding the reference rotation speed determined as invalid from the reference rotation speeds Ve, Vm1, Vm2, Vw, and Vc. The control device 21 selects the three rotation speed detection means (that is, the reference rotation speed) according to the priority order of the rotation speed detection means (that is, the reference rotation speed) determined as described above.

  In addition, when there is a rotation speed detection unit that has not been determined to be normal or abnormal for a predetermined period, the control device 21 determines that when the reference rotation speed corresponding to the rotation speed detection unit becomes valid, The rotation speed detection means is set so as to be in priority 1 to priority 3, that is, preferentially selected. Accordingly, it is possible to more accurately determine whether the engine speed is normal or abnormal by positively comparing the engine speed detection means with which it is unknown whether it is normal or not with the other two engine speed detection means with higher priority. . Here, the predetermined period is determined in advance by experiments or the like and stored in the memory 212 so as to be a time that can be quickly grasped when there is an abnormality in the rotation speed detection means.

  In addition, when there is a rotation speed detection means that has not been determined to be normal or abnormal for such a predetermined period, the reference according to the rotation speed detection means is within a range that does not impair the drivability of the hybrid vehicle 1. The state of the hybrid vehicle 1 may be positively changed so that the rotational speed becomes effective. For example, traveling in an odd number of stages continues for a predetermined period, and the second input shaft traveling speed rotational speed Vm2 that is the reference rotational speed corresponding to the second input shaft rotational speed detection means 93 is not valid for the predetermined period. In this case, the even-numbered in-gear state is set so that it can be determined whether the second input shaft rotational speed detection means 93 is normal or abnormal. Thereby, it is possible to determine whether the rotation speed detection means is normal or abnormal before a plurality of rotation speed detection means become abnormal, and it is possible to reduce the number of rotation speed detection means whose normal or abnormality is unknown and to perform control with high accuracy.

  In this way, the priority is selected by the control device 21 in the first to fourth aspects of the present invention “when the plurality of rotation speed detecting means are selected, a predetermined period is selected. This corresponds to “selecting a non-revolution speed detection means preferentially”.

  In addition, when there are a large number of rotations determined to be invalid, when only two reference rotation numbers can be selected, such as when it is determined that one of the rotation number detection means is abnormal, control is performed. When the difference between the two reference rotation speeds is equal to or less than the predetermined value α, the device 21 determines that each of the rotation speed detection means corresponding to the two reference rotation speeds is normal, and the two reference rotation speeds Is greater than the predetermined value α, it is determined that each of the rotational speed detection means corresponding to the two reference rotational speeds is abnormal.

  For example, during EV traveling at the third speed, if the driven shaft rotational speed detection means 95 is abnormal, the difference between the first input shaft traveling speed rotational speed Vm1 and the drive wheel traveling speed rotational speed Vw is a predetermined value α. It is determined whether or not. At this time, if the difference is equal to or less than the predetermined value α, it is determined that the motor rotation speed detection means 92 and the drive wheel rotation speed detection means 94 are normal. If the difference is greater than the predetermined value α, the motor rotation speed is determined. The detection means 92 and the drive wheel rotational speed detection means 94 are determined to be abnormal.

  As described above, the control device 21 calculates the reference rotational speeds Ve, Vm1, Vm2, Vw, and Vc, so that the rotational speed corresponding to the traveling speed of the vehicle can be obtained. The control device 21 performs various controls of the vehicle based on the rotational speed corresponding to the travel speed obtained in this way. For this reason, in order for the control device 21 to stably control the vehicle, it is important to obtain a rotational speed corresponding to an accurate traveling speed.

  Therefore, the control device 21 may perform control to limit the operation of the vehicle in order to avoid as much as possible that the rotation speed corresponding to the accurate traveling speed cannot be obtained. As a result, even if the operation of the vehicle is limited, it is possible to travel without stopping the vehicle as much as possible.

  Hereinafter, with reference to FIG. 5, when it is determined that an abnormality has occurred in any of the plurality of rotation speed detection means 91 to 95 as described above, the operation restriction of the hybrid vehicle 1 executed by the control device 21 is performed. Will be described.

  When it is determined that the internal combustion engine speed detection means 91 is normal and three of the speed detection means other than the internal combustion engine speed detection means 91 are abnormal, the control device 21 Prohibits EV travel and prohibits torque tracking control of the first clutch 51 and the second clutch 52 (hereinafter referred to as “operation limit 1”).

  Here, the torque tracking control means that the hydraulic pressure is adjusted when the first clutch 51 or the second clutch 52 is in an engaged state in which the driving force is completely transmitted, for example, in the case of a hydraulic clutch or the like. Thus, the engagement force (clutch torque, that is, the maximum torque that can be transmitted by the engagement force) according to the driving force output by the engine 10 is controlled, and the first clutch 51 or the second clutch 52 is released from the engaged state. This is a control that enables a quick transition from the engaged state to the released state by reducing the amount of displacement (stroke amount) when shifting to the released state.

  By the torque tracking control, when the driving force output from the engine 10 is small, the engagement force is reduced, so that the state can be shifted to the open state more quickly than when the engagement force is large. Moreover, since it is not necessary to generate an engaging force more than necessary, energy efficiency can be improved.

  In this case, the value of the engine traveling speed rotational speed Ve is normal, and the values of the three reference rotational speeds out of the reference rotational speeds Vm1, Vm2, Vw, Vc other than the engine traveling speed rotational speed Ve are abnormal. It is. For this reason, in order to make the engine travel speed rotational speed Ve effective, it is necessary to travel by the driving force of ENG, that is, HEV travel or ENG travel (see FIG. 2). For this reason, the control device 21 prohibits EV traveling.

  Further, in order to make the engine traveling speed rotational speed Ve effective, it is necessary to maintain a state in which the driving force can be completely transmitted to either the first clutch 51 or the second clutch 52 (see FIG. 2). For this reason, in the control in which the engagement force is changed according to the driving force of the engine 10 as in the torque cracking control, the first clutch 51 or the second clutch 52 is temporarily moved due to a sudden increase in the driving force output from the engine 10. In some cases, part of the driving force cannot be transmitted, that is, the driving force cannot be completely transmitted. Thus, by prohibiting the torque tracking control, either the first clutch 51 or the second clutch 52 always maintains a state where the driving force can be completely transmitted regardless of the driving force output by the engine 10. .

  Since the operation restriction 1 of the present embodiment has five rotation speed detection means, it is determined whether three rotation speed detection means among the rotation speed detection means other than the internal combustion engine rotation speed detection means 91 are abnormal. However, for example, there are two driven shafts, and each of these driven shafts is provided with a rotational speed detection means, that is, there may be 6 or more rotational speed detection means. In such a case, the operation restriction 1 is “the internal combustion engine speed detection means 91 is normal, and 3 or more of the speed detection means other than the internal combustion engine speed detection means 91 are abnormal. If it is determined, the EV traveling is prohibited and the torque tracking control of the first clutch 51 and the second clutch 52 is prohibited.

  The operation restriction 1 is “the three or more rotation speed detection means among the rotation speed detection means other than the internal combustion engine rotation speed detection means among the plurality of rotation speed detection means” in the first and third aspects of the present invention. Is determined to be abnormal or not determined to be normal, the traveling by only the driving force of the electric motor and the torque tracking control of the first connecting / disconnecting device and the second connecting / disconnecting device are performed. This is equivalent to “prohibit”.

  When the driven shaft rotational speed detecting means 95 and the drive wheel rotational speed detecting means 94 are abnormal, that is, when the values of the driven shaft traveling speed rotational speed Vc and the driving wheel traveling speed rotational speed Vw are abnormal. Prohibits the first input shaft 34 and the second input shaft 35 from becoming neutral (hereinafter referred to as “operation restriction 2”). Here, the state in which the first input shaft 34 is in the neutral state is a state that is not in the odd-numbered in-gear state, and the state in which the second input shaft 35 is in the neutral state is the state that is not in the even-side in-gear state. In other words, it is prohibited that a state that is not an odd-numbered in-gear state and a state that is not an even-numbered-side in-gear state occur at the same time, that is, a state where no gear stage is established.

  In this case, the control device 21 uses the first input shaft traveling speed rotational speed Vm1, the second input shaft traveling speed rotational speed Vm2, or the engine traveling speed rotational speed as the rotational speed corresponding to the traveling speed of the hybrid vehicle 1. It is necessary to use Ve. The case where any one of these reference rotational speeds is valid is in either the odd-numbered side in-gear state or the even-numbered side in-gear state (see FIG. 2). For this reason, when the control device 21 performs the operation restriction 2, the reference rotational speed can be validated, and the rotational speed corresponding to the accurate traveling speed of the hybrid vehicle 1 can be obtained.

  The operation limit 2 is “the driven shaft rotation speed detection means and the drive wheel rotation speed detection means are determined to be abnormal or not normal in the first and third aspects of the present invention. In this case, this means that any one of the plurality of shift speeds is always kept in the engaged state.

  In the control device 21, the second input shaft rotational speed detection means 93 is normal, the electric motor rotational speed detection means 92 and the internal combustion engine rotational speed detection means 91 are abnormal, and rotational speed detection other than the three rotational speed detection means is performed. When at least one of the number of rotation speed detection means is abnormal, it is prohibited to simultaneously set both the second meshing mechanism 62 and the fourth meshing mechanism 64 to the neutral state (hereinafter referred to as “operation limit 3”). ). In other words, in the control device 21, the value of the second input shaft travel speed rotational speed Vm2 is normal, the values of the first input shaft travel speed rotational speed Vm1 and the engine travel speed rotational speed Ve are abnormal, and the 3 The operation restriction 3 is performed when at least one of the reference rotation speeds other than the one reference rotation speed is abnormal.

  For this reason, the control device 21 maintains this state when the operation restriction 3 is in the second speed side connected state, the fourth speed side connected state, or the sixth speed side connected state. Further, if the control device 21 is not in the even-side in-gear state, the control device 21 switches to either the second speed side connected state, the fourth speed side connected state, or the sixth speed side connected state, depending on the traveling state of the hybrid vehicle 1. Thus, the second meshing mechanism 62 or the fourth meshing mechanism 64 is controlled. Thereafter, switching of the even-numbered in-gear state is prohibited.

  In this case, the control device 21 needs to use the second input shaft traveling speed rotational speed Vm2 as the rotational speed corresponding to the traveling speed of the hybrid vehicle 1. The case where the second input shaft traveling speed rotational speed Vm2 is valid is in the even-numbered in-gear state (see FIG. 2). For this reason, when the control device 21 performs the operation restriction 3, the second input shaft traveling speed rotational speed Vm2 can be validated, and the rotational speed corresponding to the accurate traveling speed of the hybrid vehicle 1 can be obtained.

  The operation restriction 3 is “the internal combustion engine speed detection means and the first input shaft speed detection means are determined to be abnormal or not normal in the first and third aspects of the present invention. And at least one of the plurality of rotation speed detection means other than the two rotation speed detection means and the second input shaft rotation speed detection means is determined to be abnormal or normal. If it is not determined that there is, the release of the engagement between the second input shaft and the drive wheel by the second speed change mechanism is prohibited.

  In the control device 21, the motor rotation speed detection means 92 is normal, the second input shaft rotation speed detection means 93 and the internal combustion engine rotation speed detection means 91 are abnormal, and rotation speed detection other than the three rotation speed detection means is performed. When at least one of the number of rotation speed detection means is abnormal, it is prohibited to simultaneously set both the first meshing mechanism 61 and the third meshing mechanism 63 to the neutral state (hereinafter referred to as “operation limit 4”). Called). In other words, the control device 21 has normal values for the first input shaft travel speed rotational speed Vm1, abnormal values for the second input shaft travel speed rotational speed Vm2 and the engine travel speed rotational speed Ve, and the 3 The operation restriction 4 is performed when at least one of the reference rotation speeds other than the one reference rotation speed is abnormal.

  For this reason, the control device 21 maintains this state when the operation restriction 4 is in the state of the third speed side connected state, the fifth speed side connected state, or the seventh speed side connected state. Further, when the control device 21 is not in the odd-numbered in-gear state, the control device 21 is set to any one of the third speed side connected state, the fifth speed side connected state, and the seventh speed side connected state depending on the traveling state of the hybrid vehicle 1. Thus, the first meshing mechanism 61 or the third meshing mechanism 63 is controlled. Thereafter, switching of the odd-numbered in-gear state is prohibited.

  In this case, the control device 21 needs to use the first input shaft traveling speed rotational speed Vm1 as the rotational speed corresponding to the traveling speed of the hybrid vehicle 1. The case where the first input shaft traveling speed rotational speed Vm1 is valid is an odd-numbered in-gear state (see FIG. 2). For this reason, when the control device 21 performs the operation restriction 4, the first input shaft traveling speed rotational speed Vm1 can be validated, and the rotational speed corresponding to the accurate traveling speed of the hybrid vehicle 1 can be obtained.

  The operation limit 4 is “the internal combustion engine speed detection means and the second input shaft speed detection means are determined to be abnormal or not normal in the first and third aspects of the present invention. And at least one of the plurality of rotation speed detection means other than the two rotation speed detection means and the first input shaft rotation speed detection means is determined to be abnormal or normal. Is not determined, the release of the engagement between the first input shaft and the drive wheel by the first speed change mechanism is prohibited.

  In the control device 21, when four or more rotation speed detection means among the plurality of rotation speed detection means 91 to 95 are abnormal, that is, four or more of the reference rotation speeds Ve, Vm1, Vm2, Vw, and Vc. When the value of the reference rotational speed is abnormal, the shift control of the automatic transmission 31 is prohibited (hereinafter referred to as “operation limit 5”). Here, the shift control of the automatic transmission 31 refers to switching of the shift speed (for example, upshifting from the second speed to the third speed) or the second speed side by the first meshing mechanism 61 to the fourth meshing mechanism 64. It is a change in any of the connected state to the seventh speed side connected state.

  In the present embodiment, since there are five rotation speed detection means, the case where four or more rotation speed detection means are abnormal, that is, when three rotation speed detection means are determined to be abnormal. In this case, the remaining two rotation speed detection means are selected by the selection of the rotation speed detection means described above, and the difference between the reference rotation speed values corresponding to the two rotation speed detection means is larger than the predetermined value α.

  That is, in this embodiment, that four or more rotational speed detection means are abnormal is substantially equivalent to that five rotational speed detection means are abnormal. In other words, in the present embodiment, that four or more rotation speed detection means are abnormal means that there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means 91 to 95. It is equivalent.

  In such a case, a normal value cannot be obtained as the rotational speed corresponding to the traveling speed of the hybrid vehicle 1, so the control device 21 cannot appropriately control the automatic transmission 31. For this reason, the control device 21 is restrained from performing inappropriate control by performing the operation restriction 5.

  In the first and third aspects of the present invention, the operation limit 5 is “when there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means, the first speed change mechanism and the This is equivalent to prohibiting the change of the engagement state by the second transmission mechanism. Further, when four or more rotation speed detection means among the plurality of rotation speed detection means 91 to 95 are abnormal, a normal value cannot be obtained as the rotation speed corresponding to the traveling speed of the hybrid vehicle 1. In the first to fourth aspects of the present invention, “when there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means, the detection is performed by the plurality of rotation speed detection means. The number of revolutions corresponding to the traveling speed of the vehicle is assumed to be invalid.

  As described above, the control device 21 can perform appropriate control by limiting the operation of the hybrid vehicle 1 according to the situation when there is an abnormality in the plurality of rotation speed detection units 91 to 95. . This makes it possible to travel without stopping the vehicle as much as possible.

  The control device 21 is determined to be normal among the plurality of rotation number detection units 91 to 95 when four or more rotation number detection units out of the plurality of rotation number detection units 91 to 95 are abnormal. When there is no rotation speed detection means, a normal value cannot be obtained as the rotation speed corresponding to the traveling speed of the hybrid vehicle 1 as described above.

  In such a case, the control device 21 uses the rear wheel rotational speed calculated based on the rotational speed detected by the rear wheel rotational speed detecting means 96 as the rotational speed corresponding to the traveling speed of the hybrid vehicle 1. To do. That is, in the first to fourth aspects of the present invention, “the rotation speed corresponding to the traveling speed of the vehicle based on the rotation speed of another wheel of the vehicle detected by the separate wheel rotation speed detection means” It corresponds to “get”.

  Further, the control device 21 compares the difference between the drive wheel traveling speed rotation speed Vw and the rotation speed detected by the rear wheel rotation speed detection means 96 when the drive wheel rotation speed detection means 94 is normal. If the value is equal to or smaller than the predetermined value α, it is determined that the rear wheel speed detection means 96 is normal. The rotational speed detected by the rear wheel rotational speed detection means 96 is treated as it is as the traveling vehicle speed, similarly to the drive wheel rotational speed Nw detected by the drive wheel rotational speed detection means 94.

  This is the case in the first to fourth aspects of the present invention, in the case where it is determined that the drive wheel rotational speed detection means is normal, the rotational speed of the other wheel and the rotational speed of the drive wheel This is equivalent to determining that the other wheel rotation speed detecting means is normal when the difference is less than or equal to a predetermined value, and determining that the other wheel rotation speed detecting means is abnormal when the difference is greater than a predetermined value. To do.

  As described above, in the hybrid vehicle 1 of the present embodiment, among the plurality of rotation speed detection means 91 to 95, the abnormality is not determined at the current time, and is effective depending on the current vehicle state. One rotational speed detection means is selected according to the priority order as described above. Thereafter, the first determination processing unit 2111, the second determination processing unit 2112, and the third determination processing unit 2113 determine whether the difference between the predetermined reference rotational speed and the other two reference rotational speeds is equal to or less than a predetermined value. Is performed for each of the three reference rotational speeds. Thus, unlike the case of comparing the detection results of the two rotation speed detection means as in Patent Document 1, it is possible to determine whether the rotation speed detection means is normal or abnormal with higher accuracy and speed.

  In the hybrid vehicle 1 of the present embodiment, the control device 21 determines the priority order of the plurality of rotational speed detection units 91 to 95 in the order of priority selection 1 → priority selection 2 → priority selection 3. Not limited to. For example, the order may be “priority selection 2 → priority selection 3 → priority selection 1” or “priority selection 3 → priority selection 1 → priority selection 2”. This order may be determined promptly and with high accuracy whether the rotation speed detection means is normal or abnormal according to the configuration of each vehicle.

  Further, in the automatic transmission 31 of the hybrid vehicle 1 according to the present embodiment, the driven shaft 38 is configured by one shaft, but is not limited thereto, and may be configured by two shafts. In this case, rotation speed detection means may be provided on each of the two shafts. Further, the configuration of the automatic transmission 31 is not limited to that of the present embodiment.

  Moreover, although the hybrid vehicle 1 of this embodiment is provided with five rotation speed detection means, this number is not restricted to this, Six or more may be sufficient. Note that if there are three or more rotation speed detection means, it is possible to determine whether the rotation speed detection means is normal or abnormal with higher accuracy. Further, if four or more rotation speed detection means are provided, three rotation speed detection means may be selected in the priority order as described above.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 10 ... Engine (drive source, internal combustion engine), 11 ... Electric motor (drive source, electric motor), 21 ... Control apparatus (control means), 2111 ... 1st determination process part, 2112 ... 2nd determination process part 2113, a third determination processing unit, 31, an automatic transmission (transmission), 38, a driven shaft, 34, a first input shaft, 35, a second input shaft, 4 ... a wheel, 51, a first clutch (first). Connecting / disconnecting device), 52... Second clutch (second connecting / disconnecting device), 91... Internal combustion engine rotation speed detection means (drive source rotation speed detection means, internal combustion engine rotation speed detection means), 92. Drive source rotational speed detection means, transmission rotational speed detection means, electric motor rotational speed detection means, input shaft rotational speed detection means, first input shaft rotational speed detection means), 93 ... second input shaft rotational speed detection means (transmission) Rotational speed detection means, input shaft rotational speed detection means, second input shaft rotation Number detecting means), 94... Driving wheel rotational speed detecting means, 95... Driven shaft rotational speed detecting means (transmission rotational speed detecting means, driven shaft rotational speed detecting means), 96. Number detection means), V1... First reference rotation speed, V2... Second reference rotation speed, V3.

Claims (21)

A vehicle having an internal combustion engine and an electric motor as drive sources,
Mechanical power from the output shaft of the internal combustion engine and the output shaft of the electric motor is received by a first input shaft engaged with the electric motor, and any one of a plurality of shift stages is engaged, A first speed change mechanism capable of engaging a first input shaft and a drive wheel of the vehicle;
Mechanical power from the output shaft of the internal combustion engine is received by the second input shaft, and any one of a plurality of shift stages is engaged, and the second input shaft and the drive wheel are engaged. A second speed change mechanism capable of being
A plurality of connection means;
A plurality of rotation speed detecting means for detecting the rotation speed of a predetermined member;
The plurality of connecting / disconnecting means include:
A first connecting / disconnecting device capable of connecting / disconnecting the output shaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting device capable of connecting / disconnecting the output shaft of the internal combustion engine and the second input shaft;
The plurality of rotation speed detection means includes
An internal combustion engine rotational speed detection means for detecting the rotational speed of the output shaft of the internal combustion engine;
Electric motor rotation speed detection means for detecting the rotation speed of the output shaft of the electric motor;
An input shaft rotational speed detection means for detecting the rotational speed of at least one of the first input shaft or the second input shaft;
Driving wheel rotational speed detection means for detecting the rotational speed of the driving wheel;
The vehicle includes control means for detecting whether or not each of the plurality of rotation speed detection means is normal,
The control means includes
When selecting any three of the plurality of rotation speed detection means, the rotation speed detection means that has not been selected for a predetermined period of time is preferentially selected, and the selected rotation speed detection means is the first detection means, When the second detection means and the third detection means,
Based on the number of rotations detected by the first detection unit, a reference number of rotations is determined to compare the number of rotations detected by the first detection unit, the second detection unit, and the third detection unit. The reference rotation speed obtained in this way is defined as the first reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the second detection means is defined as the second reference rotation speed, and the third detection speed is determined. The reference rotation speed obtained based on the rotation speed detected by the means is the third reference rotation speed,
A first determination processing unit that determines whether or not a difference between the first reference rotation speed and the second reference rotation speed is equal to or less than a predetermined value;
A second determination processing unit for determining whether a difference between the second reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
A third determination processing unit that determines whether a difference between the first reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
When the determination results of the first determination processing unit, the second determination processing unit, and the third determination processing unit are affirmative, the first detection unit, the second detection unit, and the first determination unit 3. A vehicle characterized in that the detection means is determined to be normal. A plurality of rotation speed detection means for detecting the rotation speed of a predetermined member;
Control means for detecting whether or not each of the plurality of rotation speed detection means is normal,
The plurality of rotation speed detection means includes
One or more drive source rotational speed detection means for detecting the rotational speed of the output shaft of the drive source of the vehicle;
One or more transmission rotational speed detection means for detecting the rotational speed of a rotating member constituting the transmission of the vehicle;
Driving wheel rotational speed detection means for detecting the rotational speed of the driving wheel of the vehicle,
The control means includes
When selecting any three of the plurality of rotation speed detection means, the rotation speed detection means that has not been selected for a predetermined period of time is preferentially selected, and the selected rotation speed detection means is the first detection means, When the second detection means and the third detection means,
Based on the number of rotations detected by the first detection unit, a reference number of rotations is determined to compare the number of rotations detected by the first detection unit, the second detection unit, and the third detection unit. The reference rotation speed obtained in this way is defined as the first reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the second detection means is defined as the second reference rotation speed, and the third detection speed is determined. The reference rotation speed obtained based on the rotation speed detected by the means is the third reference rotation speed,
A first determination processing unit that determines whether or not a difference between the first reference rotation speed and the second reference rotation speed is equal to or less than a predetermined value;
A second determination processing unit for determining whether a difference between the second reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
A third determination processing unit that determines whether a difference between the first reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
When the determination results of the first determination processing unit, the second determination processing unit, and the third determination processing unit are affirmative, the first detection unit, the second detection unit, and the first determination unit 3. A vehicle characterized in that the detection means is determined to be normal. A vehicle having an internal combustion engine and an electric motor as drive sources,
Mechanical power from the output shaft of the internal combustion engine and the output shaft of the electric motor is received by a first input shaft engaged with the electric motor, and any one of a plurality of shift stages is engaged, A first speed change mechanism capable of engaging a first input shaft and a drive wheel of the vehicle;
Mechanical power from the output shaft of the internal combustion engine is received by the second input shaft, and any one of a plurality of shift stages is engaged, and the second input shaft and the drive wheel are engaged. A second speed change mechanism capable of being
A plurality of connection means;
A plurality of rotation speed detecting means for detecting the rotation speed of a predetermined member;
The plurality of connecting / disconnecting means include:
A first connecting / disconnecting device capable of connecting / disconnecting the output shaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting device capable of connecting / disconnecting the output shaft of the internal combustion engine and the second input shaft;
The plurality of rotation speed detection means includes
An internal combustion engine rotational speed detection means for detecting the rotational speed of the output shaft of the internal combustion engine;
Electric motor rotation speed detection means for detecting the rotation speed of the output shaft of the electric motor;
An input shaft rotational speed detection means for detecting the rotational speed of at least one of the first input shaft or the second input shaft;
Driving wheel rotational speed detection means for detecting the rotational speed of the driving wheel;
The vehicle includes control means for detecting whether or not each of the plurality of rotation speed detection means is normal,
The control means includes
When any three of the plurality of rotation speed detection means are selected, and the selected rotation speed detection means is a first detection means, a second detection means, and a third detection means,
Based on the number of rotations detected by the first detection unit, a reference number of rotations is determined to compare the number of rotations detected by the first detection unit, the second detection unit, and the third detection unit. The reference rotation speed obtained in this way is defined as the first reference rotation speed, the reference rotation speed obtained based on the rotation speed detected by the second detection means is defined as the second reference rotation speed, and the third detection speed is determined. The reference rotation speed obtained based on the rotation speed detected by the means is the third reference rotation speed,
A first determination processing unit that determines whether or not a difference between the first reference rotation speed and the second reference rotation speed is equal to or less than a predetermined value;
A second determination processing unit for determining whether a difference between the second reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
A third determination processing unit that determines whether a difference between the first reference rotation speed and the third reference rotation speed is equal to or less than a predetermined value;
When the determination results of the first determination processing unit, the second determination processing unit, and the third determination processing unit are affirmative, the first detection unit, the second detection unit, and the first determination unit 3 It is determined that the detection means is normal ,
When there is no rotation speed detection means determined to be normal among the plurality of rotation speed detection means, the change of the engagement state by the first transmission mechanism and the second transmission mechanism is prohibited. Vehicle. In the vehicle according to claim 1 or 3,
A driven shaft that engages with the drive wheel and engages with the first input shaft or the second input shaft when any one of the plurality of shift speeds is in an engaged state;
The vehicle, wherein the plurality of rotation speed detection means includes driven shaft rotation speed detection means for detecting the rotation speed of the driven shaft. The vehicle according to any one of claims 1, 3, and 4 ,
The input shaft rotational speed detection means includes first input shaft rotational speed detection means for detecting the rotational speed of the first input shaft, and second input shaft rotational speed detection means for detecting the rotational speed of the second input shaft. Vehicle characterized by being. The vehicle according to any one of claims 1, 3, 4 , and 5 ,
The control means is configured to detect the reference rotation speed obtained based on the rotation speed detected by the rotation speed detection means determined to be normal among the selected rotation speed detection means and the non-selected rotation speed detection. When the difference from the reference rotational speed obtained based on the rotational speed detected by the means is equal to or smaller than a predetermined value, the unselected rotational speed detecting means is determined to be normal, and the predetermined value A vehicle characterized by determining that the rotational speed detection means not selected when it is larger is abnormal. The vehicle according to claim 2 , wherein
The control means is configured to detect the reference rotation speed obtained based on the rotation speed detected by the rotation speed detection means determined to be normal among the selected rotation speed detection means and the non-selected rotation speed detection. When the difference from the reference rotational speed obtained based on the rotational speed detected by the means is equal to or smaller than a predetermined value, the unselected rotational speed detecting means is determined to be normal, and the predetermined value A vehicle characterized by determining that the rotational speed detection means not selected when it is larger is abnormal. The vehicle according to any one of claims 1 to 7 ,
The reference number of rotations is a number of rotations corresponding to the traveling speed of the vehicle. The vehicle according to claim 3, wherein
When the control means selects the plurality of rotation speed detection means, the rotation speed detection means for detecting the rotation speed of a member close to the drive wheel on a path for transmitting mechanical power to the drive wheel is given priority. A vehicle characterized by being selected. The vehicle according to claim 3, wherein
When the control means selects the plurality of rotation speed detection means, the rotation that detects the rotation speed of a member that is difficult to be disengaged from the drive wheel on a path that transmits mechanical power to the drive wheel. A vehicle characterized by preferentially selecting number detection means. The vehicle according to claim 3, wherein
When the control means selects the plurality of rotation speed detection means, the rotation speed detection means for detecting the rotation speed of a member close to the drive wheel on a path for transmitting mechanical power to the drive wheel is given priority. The rotation speed detecting means for detecting the rotation speed of a member close to the drive wheel at the time of selection is engaged with the drive wheel on a path for transmitting mechanical power to the drive wheel. A vehicle characterized by preferentially selecting a rotational speed detection means for detecting the rotational speed of a member that is difficult to be released. The vehicle according to claim 11 , wherein
The control means preferentially selects a highly accurate rotation speed detection means for detecting the rotation speed for the rotation speed detection means for detecting the rotation speed of a member that is not easily disengaged to the same extent at the time of the selection. A vehicle characterized by The vehicle according to any one of claims 1 to 12 ,
The control means obtains a rotation speed corresponding to the traveling speed of the vehicle based on the rotation speed detected by the plurality of rotation speed detection means, and is normal among the plurality of rotation speed detection means. A vehicle characterized in that when there is no determined rotational speed detection means, the rotational speed corresponding to the traveling speed of the vehicle detected by the plurality of rotational speed detection means is invalid. In the vehicle according to any one of claims 4 to 6 ,
In the control means, of the plurality of rotation speed detection means, among the rotation speed detection means other than the internal combustion engine rotation speed detection means, it is determined that three or more rotation speed detection means are abnormal or normal. If it is not determined that there is a vehicle, the vehicle is prohibited from traveling only by the driving force of the electric motor and torque tracking control of the first connecting / disconnecting device and the second connecting / disconnecting device. The vehicle according to claim 4 , wherein
When the driven shaft rotational speed detecting means and the drive wheel rotational speed detecting means are determined to be abnormal or not determined to be normal, the control means is configured to select one of a plurality of shift speeds. A vehicle characterized in that one is always kept in an engaged state. The vehicle according to claim 5 , wherein
The control means is configured to determine whether the internal combustion engine speed detection means and the first input shaft speed detection means are abnormal or not normal, and the plurality of speed detection means. If at least one of the two rotational speed detection means and the rotational speed detection means other than the second input shaft rotational speed detection means is determined to be abnormal or not determined to be normal, Disengagement of engagement between the second input shaft and the drive wheels by a two-speed change mechanism is prohibited. The vehicle according to claim 5 , wherein
The control means is configured to determine whether the internal combustion engine speed detecting means and the second input shaft speed detecting means are abnormal or not normal, and the plurality of speed detecting means If at least one of the two rotation speed detection means and the rotation speed detection means other than the first input shaft rotation speed detection means is determined to be abnormal or not determined to be normal, the first Disengagement of engagement between the first input shaft and the drive wheels by a speed change mechanism is prohibited. The vehicle according to any one of claims 1 and 4 to 6 ,
The control means prohibits a change in engagement state by the first transmission mechanism and the second transmission mechanism when there is no rotational speed detection means determined to be normal among the plurality of rotational speed detection means. A vehicle characterized by that. The vehicle according to claim 13 , wherein
A wheel different from the drive wheel;
Another wheel rotation speed detecting means for detecting the rotation speed of the other wheel,
The said control means obtains the rotation speed corresponding to the running speed of the said vehicle based on the rotation speed of the said another wheel detected by the said another wheel rotation speed detection means. The vehicle according to any one of claims 1 to 18 ,
A wheel different from the drive wheel;
Another wheel rotation speed detecting means for detecting the rotation speed of the other wheel,
When it is determined that the drive wheel rotational speed detection means is normal, the control means is configured such that the difference between the rotational speed of the other wheel and the rotational speed of the drive wheel is equal to or less than a predetermined value. A vehicle characterized in that it is determined that the separate wheel rotation speed detection means is normal, and that the separate wheel rotation speed detection means is abnormal when greater than a predetermined value. The vehicle according to any one of claims 1 to 20 ,
The control means includes
When the determination results of the first determination processing unit and the second determination processing unit are negative and the determination result of the third determination processing unit is affirmative, the second detection means is abnormal. And determining that the first detection means and the third detection means are normal,
When the determination results of the second determination processing unit and the third determination processing unit are negative and the determination result of the first determination processing unit is affirmative, the third detection unit is abnormal. And determining that the first detection means and the second detection means are normal,
When the determination results of the first determination processing unit and the third determination processing unit are negative and the determination result of the second determination processing unit is affirmative, the first detection means is abnormal. And determining that the second detection means and the third detection means are normal .

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