JP2011105141A - Drive controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve switching to engine traveling even when a motor output is insufficient by shortening a switching time to the engine traveling in EV traveling. <P>SOLUTION: When a power detected by a power detection means is smaller than a prescribed power and a rotational frequency detected by the rotational frequency detection means is lower than a prescribed rotational frequency, the connection of a motor and a driven section is disconnected, and when an internal combustion engine is started, power transmission from the motor to the internal combustion engine is made possible, and power transmission from the internal combustion engine to the driven section is made possible. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a drive control device used in a hybrid vehicle that includes an engine, an electric motor, and a capacitor, and that can be driven by the electric power of the electric motor or the engine.

  Some hybrid vehicle drive control devices can selectively transmit power from an engine and power from an electric motor to drive wheels, and also enable regenerative operation by the electric motor. Here, when the vehicle is driven based on the power from the electric motor, it is known to perform control for limiting the vehicle speed in order to ensure a certain amount of electricity stored in the capacitor (see, for example, Patent Document 1). ).

Japanese Patent No. 4153006

  However, when the vehicle is started by the driving force from the electric motor, the driving based on the power from the electric motor (hereinafter referred to as “EV traveling”) to the driving based on the power from the engine (hereinafter referred to as “engine traveling”). Control to switch to) is required. At that time, when the electric motor that enables EV traveling is different from the electric motor as a starter that starts the engine (provided separately), by driving both electric motors, the engine can be operated while EV traveling. It is possible to start.

  However, when the electric motor that enables EV traveling and the electric motor as a starter for starting the engine are the same (common) motor, the electric motor cannot be used for both EV traveling and the starter at the same time. . Therefore, control for switching the power transmission path is performed in order to switch between the use of the electric motor as the EV traveling and the use of the electric motor as the starter.

  When switching of the power transmission path is executed when the output of the electric motor is insufficient, there is a possibility that EV traveling becomes impossible before switching to engine traveling. Therefore, when the output of the electric motor is insufficient, it is necessary to shorten the switching time from EV traveling to engine traveling.

  Therefore, an object of the present invention is to provide a drive control device for a hybrid vehicle that can shorten the switching time from EV traveling to engine traveling.

  A first aspect of the present invention includes an internal combustion engine and an electric motor as a drive source, and enables power transmission from the electric motor or the internal combustion engine to a driven part and power transmission between the electric motor and the internal combustion engine to be intermittent. A drive control device for a hybrid vehicle comprising: a rotation speed detection means for detecting the rotation speed of the internal combustion engine; and a power detection means for detecting power from the electric motor to the driven part. The control means, when the power detected by the power detection means is smaller than a predetermined power and when the rotational speed detected by the rotational speed detection means is lower than a predetermined rotational speed, Disconnecting from the driven part, enabling power transmission from the electric motor to the internal combustion engine when starting the internal combustion engine, and enabling power transmission from the internal combustion engine to the driven part Features and That.

  According to the present invention, when the vehicle is driven with the internal combustion engine stopped, if the detected power of the electric motor is equal to or lower than the predetermined value, the connection between the electric motor and the driven part is cut off, thereby transmitting the power. Is released. And the motive power of this electric motor is transmitted to an internal combustion engine, and an internal combustion engine starts. If the rotational speed of the internal combustion engine is lower than the predetermined rotational speed at this time, the power of the electric motor may be insufficient before switching from EV traveling based on power transmission of the electric motor to engine traveling using the power of the internal combustion engine. .

  Therefore, the internal combustion engine is started based on the power from the electric motor while traveling based on the power transmission from the internal combustion engine to the driven part. As a result, it is possible to shorten the switching time from EV traveling to engine traveling by the power from the electric motor, and to switch from EV traveling to engine traveling even when the power from the electric motor is insufficient. Further, by shortening the switching time, it is possible to quickly shift to traveling at a predetermined shift speed, and drivability is improved.

  The second aspect of the present invention has an internal combustion engine and an electric motor as drive sources, and controls power transmission from the electric motor or internal combustion engine to a driven part and power transmission between the electric motor and the internal combustion engine. A hybrid vehicle drive control device comprising: a rotation speed detection means for detecting the rotation speed of the internal combustion engine; and a power detection means for detecting the power transmitted from the electric motor to the driven part. And the control means controls the motor when the power detected by the power detection means is smaller than a predetermined power and the rotational speed detected by the rotational speed detection means is higher than a predetermined rotational speed. Power transmission to the driven part is enabled, and the internal combustion engine is started by the power of the electric motor.

  In this case, when the vehicle is driven with the internal combustion engine stopped, the power transmitted from the electric motor to the driven portion is smaller than a predetermined value, but the rotational speed of the internal combustion engine is equal to or higher than the predetermined rotational speed. Therefore, switching to traveling by the internal combustion engine can be made smooth.

  According to a third aspect of the present invention, in the first aspect, the first intermittent means for enabling intermittent power transmission between the electric motor and the internal combustion engine, and the power transmission between the internal combustion engine and the driven portion. 2nd interruption means which enables interruption, The control means connects both the 1st interruption means and the 2nd interruption means, It is characterized by the above-mentioned.

  In this case, since both the first intermittent means and the second intermittent means are connected, power can be transmitted from the internal combustion engine to the driven shaft when switching from EV traveling to engine traveling. For this reason, it is possible to shorten the switching time, and it is possible to quickly shift to traveling at a predetermined shift speed, thereby improving drivability.

  According to a fourth aspect of the present invention, there is provided the battery according to any one of the first to third aspects, wherein the regenerative electric power generated by driving the electric motor can be charged, and the control means has a charge amount of the battery of the internal combustion engine. It is desirable to maximize the ratio of the rotational speed of the internal combustion engine to the rotational speed of the driven part when the engine is in a starting state.

  In this case, at the time of switching from running by the electric motor to running by the internal combustion engine, when the charge amount of the battery is small, the ratio of the rotation speed of the internal combustion engine and the rotation speed of the driven part is maximized, thereby generating regenerative power generation efficiency. Can be improved. Therefore, the charging efficiency of the battery is improved.

  Further, according to a fifth aspect of the present invention, in the first to fourth aspects, when the power detected by the power detection means is smaller than the power estimated from the state of the vehicle, It is desirable to maximize the ratio of the rotational speed of the internal combustion engine to the rotational speed of the driven part.

  In this case, when the power detected during engine travel is smaller than the power estimated from the state of the vehicle, it is considered that the power transmitted from the internal combustion engine to the driven part is insufficient. Therefore, in order to increase the power transmitted from the internal combustion engine to the driven part, control is performed to maximize the ratio of the rotational speed of the electric motor and the driven part. Thereby, the motive power output to a driven part can be increased and required motive power can be obtained.

  According to a sixth aspect of the present invention, in any of the first to fifth aspects, the inverter includes an inverter that drives the electric motor, and the electric motor and the driven part when the temperature of the inverter is equal to or higher than a predetermined temperature. It is desirable to disconnect from

  In this case, by disconnecting the connection between the electric motor and the driven part, power is not transmitted from the driven part to the electric motor. Therefore, when the temperature of the inverter is equal to or higher than a predetermined temperature, the transmission of power to the electric motor is cut off, and the load on the inverter is reduced.

1 is an overall configuration diagram of a hybrid vehicle according to a first embodiment of the present invention. The block diagram which shows the relationship between an electronic control unit (ECU) and each sensor. The flowchart which shows the control processing at the time of transfering from EV driving to driving by an engine. The flowchart which shows the control processing at the time of transfering from EV driving to driving by an engine. The flowchart which shows the control processing in case a request torque is larger than the output torque. The flowchart which shows the control processing at the time of stopping charge to an electric motor. The time chart which shows the control processing at the time of transfer from driving | running | working with an electric motor to driving | running | working with an engine.

  A hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the hybrid vehicle of the present embodiment includes a power transmission device 1, and includes an engine 2 as a power generation source and an electric motor (motor / generator) 3 that can start the engine 2. The engine 2 corresponds to the internal combustion engine in the present invention.

  The power transmission device 1 is configured to be able to drive the drive wheels 4 by transmitting the power (power) of the engine 2 and / or the electric motor 3 to the drive wheels 4 that are driven parts. The power transmission device 1 is configured to transmit power from the engine 2 and / or power from the drive wheels 4 to the electric motor 3 so that the electric motor 3 can perform a regenerative operation. The power transmission device 1 is configured to be able to drive the auxiliary machine 5 mounted on the vehicle with the power of the engine 2 and / or the electric motor 3. The auxiliary machine 5 is, for example, an air conditioner compressor, a water pump, an oil pump, or the like.

  The engine 2 is an internal combustion engine that generates power (torque) by burning fuel such as gasoline, light oil, and alcohol. The engine 2 has a power input shaft 2 a for inputting generated power to the power transmission device 1. The engine 2 controls the power of the engine 2 by controlling the opening degree of a throttle valve (not shown) provided in an intake passage (not shown) in the same manner as a normal automobile engine. The

  In the present embodiment, the electric motor 3 is a three-phase DC brushless motor. The electric motor 3 includes a hollow rotor (rotary body) 3a that is rotatably supported in a housing, and a stator (stator) 3b. The rotor 3a of the present embodiment is provided with a plurality of permanent magnets. The stator 3b is provided with coils 3ba for three phases. The stator 3b is fixed to a housing provided in a stationary part that is stationary with respect to the vehicle body, such as an outer case of the power transmission device 1.

  The coil 3ba is electrically connected to a battery (capacitor, secondary battery) 7 serving as a DC power source via a power drive unit (hereinafter referred to as “PDU”) 6 which is a drive circuit including an inverter circuit. . The PDU 6 is electrically connected to an electronic control unit (hereinafter referred to as ECU) 8.

  As shown in FIG. 2, the ECU 8 comprehensively controls each component of the vehicle based on signals from sensors and the like provided in the vehicle. The ECU 8 includes a CPU (Central Processing Unit) 41 and a memory 42. The ECU 8 controls the power transmission device 1, the engine 2, the electric motor 3, and the like by the CPU 41 executing a program stored in the memory 42, for example. Details will be described later.

  The power setting unit 9 can set the power required for the drive wheels 4 based on the accelerator opening and the vehicle speed, which are the driver's operation and running state. The various sensors 11 will be described later. The cooling unit 12 is configured to cool the electric motor 3 under the control of the ECU 8. The cooling unit 12 is configured such that a cooling amount (cooling amount per unit time) for cooling the electric motor 3 can be controlled by the ECU 8. As the cooling unit 12, an oil cooling device, a water cooling device, an air cooling device, or the like can be employed.

  Next, each component of the power transmission device 1 of the present embodiment will be described. The power transmission device 1 includes a power combining mechanism 13 that combines the power of the engine 2 and the power (torque) of the electric motor 3. As the power combining mechanism 13, a planetary gear device is employed in this embodiment. The power combining mechanism 13 will be described later.

  The power input shaft 2a of the engine 2 is connected to the engine 2, and power generated by combustion of fuel inside the engine 2 is transmitted to the power input shaft 2a. The power input shaft 2a is configured to be able to be connected to and disconnected from the first main input shaft 14 by the first clutch C1. The first main input shaft 14 is disposed in parallel with the power input shaft 2a, and power from the engine 2 is input via the first clutch C1. The first main input shaft 14 extends from the engine 2 side to the electric motor 3 side. Further, the first main input shaft 14 of the present embodiment is connected to the rotor 3 a of the electric motor 3.

  The first clutch C <b> 1 is configured to connect and disconnect the power input shaft 2 a and the first main input shaft 14 under the control of the ECU 8. When the power input shaft 2a and the first main input shaft 14 are connected by the first clutch C1, power transmission between the power input shaft 2a and the first main input shaft 14 becomes possible. When the connection between the power input shaft 2a and the first main input shaft 14 is disconnected by the first clutch C1, the power transmission is disconnected between the power input shaft 2a and the first main input shaft 14.

  A first sub input shaft 15 is coaxially arranged with respect to the first main input shaft 14. The second clutch C <b> 2 is configured to be able to connect and disconnect between the power input shaft 2 a and the first sub input shaft 15 under the control of the ECU 8. When the power input shaft 2 a and the first sub input shaft 15 are connected by the second clutch C 2, power can be transmitted between the power input shaft 2 a and the first sub input shaft 15.

  Further, when the connection between the power input shaft 2a and the first sub input shaft 15 is disconnected by the second clutch C2, the power transmission is disconnected between the power input shaft 2a and the first sub input shaft 15. The first clutch C1 and the second clutch C2 are disposed adjacent to the first main input shaft 14 in the axial direction. The first clutch C1 and the second clutch C2 of the present embodiment are constituted by wet multi-plate clutches.

  In addition, the control about the connection between the power input shaft 2a and the first main input shaft 14 by the first clutch C1 and the control about the connection between the power input shaft 2a and the first sub input shaft 15 by the second clutch C2 are performed. Corresponds to control means.

  As described above, in the power transmission device 1, the first clutch C1 transmits the rotation of the power input shaft 2a to the first main input shaft 14 in a releasable manner, and the second clutch C2 transmits the rotation of the power input shaft 2a to the first. The first sub input shaft 15 is configured to be releasably transmitted.

  A reverse shaft 16 is disposed in parallel to the first main input shaft 14. A reverse gear shaft 17 is rotatably supported on the reverse shaft 16. A gear 17a is fixed to the reverse gear shaft 17, and the reverse gear shaft 17 and the gear 17a are configured to be rotatable together. On the other hand, a gear 14a is fixed to the first main input shaft 14, and the first main input shaft 14 and the gear 14a are configured to be rotatable together.

  Since the gear 17a and the gear 14a mesh with each other, the first main input shaft 14 and the reverse gear shaft 17 are always coupled. The gear train 18 is configured by meshing a gear 14 a fixed on the first main input shaft 14 and a gear 17 a provided on the reverse gear shaft 17.

  An intermediate shaft 19 is arranged with respect to the reverse shaft 16 and in parallel with the first main input shaft 14. The intermediate shaft 19 and the reverse shaft 16 are always connected via a gear train 20. The gear train 20 is configured by meshing a gear 19 a fixed to the intermediate shaft 19 so as to be integrally rotatable and a gear 16 a fixed to be integrally rotatable on the reverse shaft 16.

  The intermediate shaft 19 and the first auxiliary input shaft 15 are always connected via a gear train 21. The gear train 21 is configured by meshing a gear 19 a fixed to the intermediate shaft 19 so as to be integrally rotatable with a gear 15 a fixed to the first auxiliary input shaft 15 so as to be integrally rotatable.

  A second main input shaft 22 is arranged parallel to the first main input shaft 14 with respect to the intermediate shaft 19. The second main input shaft 22 and the intermediate shaft 19 are always connected via a gear train 23. The gear train 23 is configured by meshing a gear 19 a fixed to the intermediate shaft 19 so as to be integrally rotatable and a gear 22 a fixed to be integrally rotatable on the second main input shaft 22. Therefore, the first sub input shaft 15 and the second main input shaft 22 are always connected.

  The first main input shaft 14 has gears of odd-numbered or even-numbered gears (odd-numbered third and fifth gears in this embodiment) among the plurality of gears having different gear ratios. The row drive gears are rotatably supported and connected to the motor 3.

  Specifically, the second sub input shaft 24 is coaxially disposed with respect to the first main input shaft 14. The second sub input shaft 24 is disposed closer to the electric motor 3 than the first sub input shaft 15. The first main input shaft 14 and the second auxiliary input shaft 24 are connected via a first synchronous meshing mechanism S1 (in this embodiment, a synchromesh mechanism). The first synchronous meshing mechanism S1 is provided on the first main input shaft 14, and selectively connects the third speed gear 24a and the fifth speed gear 24b to the first main input shaft 14.

  The first synchronous meshing mechanism S1 is a well-known one such as a synchro clutch, and the sleeve S1a is moved along the axial direction of the second sub input shaft 24 by a shift fork and an actuator (not shown), The fifth speed gear 24b is selectively connected to the first main input shaft 14. When the sleeve S1a moves from the illustrated neutral position to the third speed gear 24a side, the third speed gear 24a and the first main input shaft 14 are connected. On the other hand, when the sleeve S1a moves from the illustrated neutral position to the fifth speed gear 24b side, the fifth speed gear 24b and the first main input shaft 14 are connected. In the present embodiment, a third speed gear 24 a is provided on the electric motor 3 side of the second auxiliary input shaft 24, and a fifth speed gear 24 b is provided on the engine 2 side of the second auxiliary input shaft 24.

  The second main input shaft 22 has gears of even-numbered or odd-numbered gears (even-numbered 2nd gear and 4th gear in this embodiment) among a plurality of gears having different gear ratios. The drive gear of the row is supported rotatably. Specifically, the third sub input shaft 25 is coaxially arranged with respect to the second main input shaft 22. The second main input shaft 22 and the third sub input shaft 25 are connected via a second synchronous meshing mechanism S2 (in this embodiment, a synchromesh mechanism).

  The second synchromesh mechanism S2 is provided on the second main input shaft 22, and is configured to selectively connect the second speed gear 25a and the fourth speed gear 25b to the second main input shaft 22. The second synchronous meshing mechanism S2 is a well-known one such as a synchro clutch, and the second-speed gears 25a and 4 are moved by moving the sleeve S2a in the axial direction of the third auxiliary input shaft 25 with a shift fork and an actuator (not shown). The speed gear 25 b is selectively connected to the second main input shaft 22.

  When the sleeve S2a moves from the illustrated neutral position to the second speed gear 25a side, the second speed gear 25a and the second main input shaft 22 are connected. On the other hand, when the sleeve S2a moves from the illustrated neutral position to the fourth speed gear 25b side, the fourth speed gear 25b and the second main input shaft 22 are connected. In the present embodiment, a second speed gear 25 a is provided on the third auxiliary input shaft 25 on the electric motor 3 side, and a fourth speed gear 25 b is provided on the third auxiliary input shaft 25 on the engine 2 side.

  The third sub input shaft 25 and the output shaft 26 are coupled via a gear train 27. The gear train 27 is configured by meshing a second-speed gear 25a fixed to the third sub input shaft 25 so as to rotate integrally with a gear 26a fixed to the output shaft 26 so as to rotate integrally. The third sub input shaft 25 and the output shaft 26 are coupled via a gear train 28. The gear train 28 is configured by meshing a fourth speed gear 25b fixed to the third auxiliary input shaft 25 so as to be integrally rotatable and a gear 26b fixed to the output shaft 26 so as to be integrally rotatable.

  The output shaft 26 and the second auxiliary input shaft 24 are coupled via a gear train 29. The gear train 29 is configured by meshing a gear 26 a fixed to the output shaft 26 and a gear 24 a fixed on the second auxiliary input shaft 24. The output shaft 26 and the second sub input shaft 24 are coupled via a gear train 30. The gear train 30 is configured by meshing a gear 26 b fixed to the output shaft 26 and a gear 24 b fixed on the second auxiliary input shaft 24. The gears 26a and 26b of each gear train fixed to the output shaft 26 are referred to as driven gears.

  A final gear 26 c is fixed to the output shaft 26. The rotation of the output shaft 26 is configured to be transmitted to the drive wheels 4 via the final gear 26c, the differential gear unit 31 and the axle 32.

  The power combining mechanism 13 of this embodiment is provided inside the electric motor 3. Part or all of the rotor 3a, the stator 3b, and the coil 3ba constituting the electric motor 3 are arranged so as to overlap the power combining mechanism 13 along a direction orthogonal to the axial direction of the first main input shaft 14. .

  The power combining mechanism 13 includes a differential device that can differentially rotate the first rotating element, the second rotating element, and the third rotating element. In the present embodiment, the differential device that constitutes the power combining mechanism 13 is a single pinion type planetary gear device, and includes three rotation elements: a sun gear 13s (first rotation element) and a ring gear 13r (second rotation element). And a carrier (third rotating element) 13c that rotatably supports a plurality of planetary gears 13p engaged with the sun gear 13s and the ring gear 13r between the sun gear 13s and the ring gear 13r. These three rotating elements 13s, 13r, and 13c can transmit power between each other, and rotate while maintaining a constant collinear relationship between the respective rotational speeds (rotational speeds).

  The sun gear 13 s is fixed to the first main input shaft 14 so as to rotate together with the first main input shaft 14 and is connected to the first main input shaft 14. The sun gear 13s is coupled to the rotor 3a so as to rotate in conjunction with the rotor 3a of the electric motor 3. Thereby, the sun gear 13s, the first main input shaft 14, and the rotor 3a rotate in conjunction with each other.

  The ring gear 13r is configured to be switchable between a fixed state and a non-fixed state with respect to the housing 33, which is a non-moving portion, by the third synchronous meshing mechanism SL. Specifically, by moving the sleeve SLa of the third synchronous meshing mechanism SL along the rotation axis direction of the ring gear 13r, the state in which the housing 33 and the ring gear 13r are fixed and the non-fixed state can be switched. It is configured as follows. The carrier 13c is connected to one end of the second sub input shaft 24 on the motor 3 side so as to rotate in conjunction with the second sub input shaft 24.

  The input shaft 5 a of the auxiliary machine 5 is arranged in parallel to the reverse shaft 16. The reverse shaft 16 and the input shaft 5a of the auxiliary machine 5 are coupled via, for example, a belt mechanism 34. The belt mechanism 34 is configured by connecting a gear 17b fixed on the reverse gear shaft 17 and a gear 5b fixed on the input shaft 5a via a belt. An auxiliary machine clutch 35 is interposed on the input shaft 5 a of the auxiliary machine 5. The gear 5b and the input shaft 5a of the auxiliary machine 5 are connected coaxially through an auxiliary machine clutch 35.

  The auxiliary device clutch 35 is a clutch that operates to connect or disconnect between the gear 5 b and the input shaft 5 a of the auxiliary device 5 under the control of the ECU 8. In this case, when the auxiliary machine clutch 35 is operated in the connected state, the gear 5b and the input shaft 5a of the auxiliary machine 5 are coupled via the auxiliary machine clutch 35 so as to rotate integrally with each other. Further, when the auxiliary machine clutch 35 is operated in a disconnected state, the coupling between the gear 5b and the input shaft 5a of the auxiliary machine 5 by the auxiliary machine clutch 35 is released. In this state, power transmission to the first main input shaft 14 and the input shaft 5a of the auxiliary machine 5 is cut off.

  On the reverse gear shaft 17, a reverse gear 17c fixed on the reverse gear shaft 17 so as to be integrally rotatable is provided. The reverse shaft 16 is provided with a reverse synchronization device SR that can switch between connection and disconnection with the reverse shaft 16.

  Next, each gear stage will be described. As described above, the power transmission device 1 of the present embodiment shifts the rotational speed of the input shaft to a plurality of stages via the gear trains of a plurality of shift stages having different speed ratios, and outputs it to the output shaft 26. It is configured. Further, in the power transmission device 1, it is defined that the gear ratio is smaller as the gear position is larger.

  When the engine is started, the first clutch C1 is connected, the electric motor 3 is driven, and the engine 2 is started. That is, the electric motor 3 also has a function as a starter.

  The first gear is established by bringing the ring gear 13r and the housing 33 into a connected state (fixed state) by the third synchronous meshing mechanism SL. When traveling by the engine 2, the second clutch C <b> 2 is disengaged (hereinafter referred to as OFF state), and the first clutch C <b> 1 is engaged (hereinafter referred to as ON state). The power output from the engine 2 is transmitted to the drive wheels 4 through the sun gear 13s, the carrier 13c, the second auxiliary input shaft 24, the gear train 29, the output shaft 26, and the like.

  By driving the engine 2 and driving the electric motor 3, it is also possible to perform assist traveling (travel where the electric power of the engine 2 is assisted by the electric motor 3) by the electric motor 3 at the first speed. Furthermore, if the first clutch C1 is in the OFF state, EV traveling that travels only by the electric motor 3 can be performed. Further, during the deceleration regenerative operation, the electric motor 3 is braked so that the vehicle is decelerated to generate electric power with the electric motor 3 and the battery 7 can be charged via the PDU 6.

  In the second gear, the ring gear 13r and the housing 33 are unfixed by the third synchronous mesh mechanism SL, and the second synchronous mesh mechanism S2 is connected to the second main input shaft 22 and the second gear 25a. It is established by that. When traveling by the engine 2, the second clutch C2 is turned on.

  At the second speed, the power output from the engine 2 is supplied from the second clutch C2, the first auxiliary input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the gear train 27, And transmitted to the drive wheel 4 via the output shaft 26 and the like.

  If the first clutch C <b> 1 is turned on to drive the engine 2 and the electric motor 3, it is possible to perform the assist traveling by the electric motor 3 at the second speed stage. Furthermore, in this state, driving by the engine 2 can be stopped and EV traveling can be performed. When stopping the driving by the engine 2, for example, the engine 2 may be in a fuel cut state or a cylinder resting state. Further, the decelerating regenerative operation can be performed at the second speed stage.

  The first clutch C1 is in the OFF state, the second clutch C2 is in the ON state, and the ECU 8 determines that an upshift to the third speed is expected due to the driving state of the vehicle while the engine 2 is driving at the second speed. In this case, the first main input shaft 14 and the third speed gear 24a can be connected (preshift state) by the first synchronous meshing mechanism S1. As a result, the upshift from the second gear to the third gear can be performed smoothly.

  The third speed is established by bringing the first synchronous meshing mechanism S1 into a state where the first main input shaft 14 and the third speed gear 24a are connected. When traveling by the engine 2, the first clutch C1 is turned on. In the third speed, the power output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the gear train 29, the output shaft 26, and the like.

  If the first clutch C1 is turned on to drive the engine 2 and the electric motor 3, the assist travel by the electric motor 3 at the third speed can be performed. Furthermore, the EV clutch can be performed with the first clutch C1 in the OFF state. Note that during EV traveling, the first clutch C1 can be turned on to stop driving by the engine 2, and EV traveling can be performed. Further, the decelerating regenerative operation can be performed at the third speed stage.

  While traveling at the third speed, the ECU 8 can also predict whether the next gear to be shifted is the second speed or the fourth speed based on the traveling state of the vehicle. When the ECU 8 predicts a downshift to the second speed stage, the second synchronous meshing mechanism S2 is connected to the second speed gear 25a and the second main input shaft 22, or a preshift state in which this state is approached. And When the ECU 8 predicts an upshift to the fourth speed stage, the second synchronous meshing mechanism S2 is connected to the fourth speed gear 25b and the second main input shaft 22 or is in a preshift state in which this state is approached. And Thereby, the upshift and the downshift from the third gear can be performed smoothly.

  The fourth speed is established by bringing the second synchronous meshing mechanism S2 into a state where the second main input shaft 22 and the fourth speed gear 25b are connected. When traveling by the engine 2, the second clutch C2 is turned on. At the fourth speed, the power output from the engine 2 is transmitted from the first main auxiliary input shaft 15, the gear train 21, the intermediate shaft 19, the gear train 23, the second main input shaft 22, the gear train 28, and the output shaft 26. Or the like to be transmitted to the drive wheel 4.

  If the second clutch C2 is turned on, the first clutch C1 is turned on, the engine 2 is driven and the electric motor 3 is driven, the assist running by the electric motor 3 at the fourth speed stage can also be performed. Furthermore, in this state, driving by the engine 2 can be stopped and EV traveling can be performed.

  While the engine 2 is driven at the fourth speed, the ECU 8 can predict whether the next gear to be shifted is the third speed or the fifth speed based on the traveling state of the vehicle. When the ECU 8 predicts a downshift to the third speed, the first synchronous mesh mechanism S1 connects the first main input shaft 14 and the third speed gear 24a, or a preshift approaching this state. State. When the ECU 8 predicts upshifting to the fifth gear, the first synchronous meshing mechanism S1 connects the first main input shaft 14 and the fifth gear 24b, or a preshift approaching this state. State. Thereby, the upshift and the downshift from the fourth gear can be performed smoothly.

  The fifth speed is established by bringing the first synchronous meshing mechanism S1 into a state where the first main input shaft 14 and the fifth speed gear 24b are connected. When traveling by the engine 2, the first clutch C1 is turned on. At the fifth speed, the power output from the engine 2 is transmitted to the drive wheels 4 via the first main input shaft 14, the gear train 30, the output shaft 26, and the like.

  If the first clutch C1 is turned on to drive the engine 2 and the electric motor 3, the assist traveling by the electric motor 3 at the fifth speed can be performed. Furthermore, the EV clutch can be performed with the first clutch C1 in the OFF state. Further, the EV clutch can be performed by turning on the first clutch C1 and stopping the driving by the engine 2. Further, the decelerating regenerative operation can be performed at the fifth gear.

  When the ECU 8 determines that the next gear to be shifted is the fourth gear based on the traveling state of the vehicle while traveling at the fifth gear, the ECU 8 changes the second synchromesh mechanism S2 to the fourth gear. 25b and the 2nd main input shaft 22 can be connected, or it can also be set as the pre-shift state which approximated this state. Thereby, the downshift from the fifth gear to the fourth gear can be performed smoothly.

  In the reverse gear, the reverse synchronization meshing mechanism SR is connected to the reverse shaft 16 and the reverse gear 17c, and the second synchronization meshing mechanism S2 is connected to, for example, the second main input shaft 22 and the second speed gear 25a. Established in a connected state. When traveling by the engine 2, the first clutch C1 is turned on. In this reverse speed, the power output from the engine 2 is the first main input shaft 14, the gear train 18, the reverse gear 17c, the reverse shaft 16, the gear train 20, the intermediate shaft 19, the gear train 23, the second main input shaft. 22, the gear train 27, the output shaft 26, and the like.

  In addition, if the engine 2 is driven and the electric motor 3 is driven, assist traveling by the electric motor 3 in the reverse speed can be performed. Furthermore, EV traveling can also be performed by setting the first clutch C1 to the OFF state. Deceleration regenerative operation can be performed in the reverse gear.

  Next, details of the ECU 8 will be described with reference to FIG. The functions realized by the control process of the ECU 8 include a function for controlling the operation of the engine 2 through an actuator for controlling the engine such as an actuator for a throttle valve (not shown), and operations of various clutches and sleeves of various synchronizing devices which will be described later. In response to a signal from the power setting unit 9 for setting the power required for the drive wheels 4 based on the function to be controlled through the actuator or the drive circuit that is not operated, the vehicle speed, the rotation speed of the engine 2, etc. Function for controlling each component.

  Further, the ECU 8 controls the current (torque) output from the rotor 3a by the motor 3 by controlling the current flowing through the coil 3ba via the PDU 6. In this case, by controlling the PDU 6, the electric motor 3 performs a power running operation for generating a power running torque in the rotor 3 a with the electric power supplied from the battery 7 and functions as a motor. That is, the electric power supplied to the stator 3b is converted into power by the rotor 3a and output.

  Further, by controlling the PDU 6, the electric motor 3 performs a regenerative operation for generating regenerative torque in the rotor 3 a while generating electricity by the rotational energy given to the rotor 3 a and charging the battery 7. That is, the electric motor 3 also functions as a generator. That is, the power input to the rotor 3a is converted into electric power by the stator 3b.

  Moreover, ECU8 is connected with the various sensors 50, and can acquire various information, such as the information of the gear group connected by this, and the information of the motive power output from an electric motor. The various sensors include an engine speed sensor 51, each sleeve position sensor 52, an accelerator opening sensor 53, a stroke sensor 54, a vehicle speed sensor 55, a temperature sensor 56, a voltage sensor 57, and a torque sensor 58.

  The engine rotational speed sensor 51 is a sensor that detects the rotational speed of the engine 2 and actually detects the rotational speed of the power input shaft 2a. Each sleeve position sensor 52 is a sensor that detects the position of a shift fork described later, and is provided corresponding to each shift fork. Therefore, the positions of the synchronous mesh mechanisms S1, S2, and SL to be described later can be obtained by detecting the position of the shift fork corresponding to each synchronous mesh mechanism.

  The accelerator opening sensor 53 is a sensor that detects the accelerator opening. Each stroke sensor 54 is provided corresponding to each of the first clutch and the second clutch. The stroke sensor 54a corresponding to the first clutch C1 is a sensor that detects whether or not the power input shaft 2a and the first main input shaft 14 can be engaged. The stroke sensor 54b corresponding to the second clutch C2 is a sensor that detects whether or not the power input shaft 2a and the first sub input shaft 15 can be engaged.

  The vehicle speed sensor 55 is a sensor that detects the vehicle speed. The temperature sensor 56 is a sensor that measures the temperature of the PDU 6 and the rotor 3a. The voltage sensor 57 is a sensor that measures the voltage of the battery 7, and can detect the amount of charge from the voltage of the battery 7. The torque sensor 58 is a sensor that detects power from the engine 2 and the electric motor 3.

  Next, the control process of the ECU 8 will be described in more detail with reference to FIGS. 3 and 4 are flowcharts showing the overall processing when the ECU 8 starts the engine, FIG. 5 is a flowchart showing processing when the required torque is larger than the predetermined torque obtained from the detected torque, and FIG. FIG. 7 is a timing chart relating to the processing of the flowcharts of FIGS. 3 and 4. FIG.

  First, the control process of the ECU 8 will be described based on FIG. The vehicle of the present embodiment travels based on the electric power stored in the battery 7 at the start of travel (EV travel). The traveling based on the electric power stored in the battery 7 corresponds to the electric traveling means.

  At this time, it is determined whether or not the output of the electric motor 3 (motor) is equal to or less than a predetermined value Mt (step S11). The motor output is detected by the torque sensor 58. The predetermined value Mt is experimentally obtained based on the charge amount of the battery 7 and the like.

  When the power of the electric motor 3 detected by the power detection means is larger than the predetermined value Mt, “NO” is determined in the step S11. At this time, it is determined that the charge amount of the battery 7 for driving the electric motor 3 is sufficient. Therefore, EV traveling is continuously executed, and the control based on this flowchart is ended. On the other hand, when the power of the electric motor 3 is equal to or less than the predetermined value Mt, “YES” is determined in the step S11.

  At this time, the ECU 8 determines that the output of the electric motor 3 is insufficient because the charge amount of the battery 7 for driving the electric motor 3 is small or the temperature of the PDU 6 rises. At this time, the ECU 8 shifts to control for causing the vehicle to travel with the power from the engine 2. A means for the ECU 8 to detect the rotational speed of the drive shaft input shaft 2a based on the torque sensor 58 is referred to as a rotational speed detection means.

  Next, it is determined whether or not the rotational speed of the driving force input shaft 2a detected by the rotational speed detection means is larger than a predetermined value (step S12). When the rotational speed of the driving force input shaft 2a is larger than the predetermined value Ns, “YES” is determined in the step S12. At this time, the first main input shaft 14 and the driving force input shaft 2a are connected via the first clutch C1, whereby the driving force input shaft 2a using the power of the electric motor 3 can be rotated. Therefore, the engine 2 can be started based on the rotation of the driving force input shaft 2a.

  Therefore, the engine 2 is started based on the normal integrated motor assist (IMA), and the control based on this flowchart is ended (step S19). A means for the ECU 8 to detect the rotational speed of the drive shaft input shaft 2 a based on the engine rotational speed sensor 51 is referred to as a rotational speed detection means.

  When the rotational speed of the driving force input shaft 2a is equal to or less than the predetermined value Ns, “NO” is determined in the step S12. At this time, it is necessary to increase the rotational speed of the driving force input shaft 2a for use in starting the engine 2, and the required capacity of the battery 7 increases. Therefore, if the power from the electric motor 3 is used for running the vehicle, there is a possibility that the capacity of the battery 7 that is necessary for starting the engine 2 is insufficient. Therefore, the power of the electric motor 3 necessary for use in starting the engine 2 is secured by the control in the following steps.

  Next, the ECU 8 performs control to stop energization of the rotor 3a and stop the rotation of the rotor 3a (step S13). Thereby, the transmission of power from the electric motor 3 to the first main input shaft 14 is released, and the engagement between the ring gear 13r and the housing 33 shown in step S14 described later can be released.

  Next, the ECU 8 releases the engagement between the ring gear 13r of the planetary gear mechanism 13 and the housing 33 (step S14). Specifically, in this step S14, the ring gear 13r and the housing third synchronous meshing mechanism SL are brought into the non-fixed state with respect to the housing 33 which is a stationary part by moving the third synchronous meshing mechanism SL. To do. As a result, the carrier 13c is idled, and the connection between the electric motor 3 and the drive wheel 4 as the driven part is disconnected.

  Next, the ECU 8 executes control for engaging the first clutch C1 (step S15). As a result, the first main input shaft 14 and the driving force input shaft 2a are engaged, and torque transmission from the first main input shaft 14 to the engine 2 becomes possible. The control for engaging the first clutch C1 by the ECU 8 corresponds to the first engagement means.

  Next, the ECU 8 starts the engine 2 using the power of the electric motor 3 and executes control for engaging the second clutch C2 as a half clutch (step S16). Therefore, the start of the engine 2 using the power of the electric motor 3 is performed using the electric motor 3 as a so-called starter. Further, the control for engaging the second clutch C2 as a half clutch by the ECU 8 corresponds to the second engagement means.

  In step S16, since the first synchronous meshing mechanism S1 is in the neutral position, the engagement between the first main input shaft 14 and the second sub input shaft 24 is released. In step S16, since the second synchronous engagement mechanism S2 is engaged, the second main input shaft 22 and the third auxiliary input shaft 25 are engaged so as to rotate integrally. Therefore, when the engine 2 is started, the torque of the driving force input shaft 2 a is transmitted to the output shaft 26 via the second main input shaft 22.

  As described above, by the engagement of the first main input shaft 14 and the driving force input shaft 2a shown in step S15 and the start of the engine 2 using the power of the electric motor 3 shown in step S16. When the engine 2 that is an internal combustion engine is started, power can be transmitted from the electric motor 3 to the engine 2.

  Next, the ECU 8 finishes starting the engine 2 by the electric motor 3 (step S17). This is because the electric motor 3 has finished its role as a starter because the engine 2 has started.

  Next, the ECU 8 executes control for releasing the engagement of the first clutch C1 (step S18). By this control, the engagement between the driving force input shaft 2a and the first main input shaft 14 is released. At this time, since the second main input shaft 22 and the third sub input shaft 25 are engaged so as to rotate integrally, the vehicle travels at the second speed or the fourth speed by the power from the engine 2. Control for releasing the engagement of the first clutch C1 by the ECU 8 corresponds to the second engagement means.

  Next, ECU 8 determines whether or not the charge amount of battery 7 is equal to or greater than a predetermined value SOCx (step S110). When the charge amount of the battery 7 is equal to or greater than the predetermined value SOCx, “YES” is determined in the step S110. At this time, the ECU 8 executes control for causing the vehicle to travel based on the power from the engine 2 in a state where the ring gear 13r is not fixed to the housing 33 which is a non-moving portion.

  On the other hand, when the charge amount of the battery 7 does not reach the predetermined value SOCx, “NO” is determined in the step S110. At this time, in order to secure the charge amount of the battery 7, control for improving the generation efficiency of regenerative power is executed.

  Next, the ECU 8 executes control for fixing the ring gear by engaging the ring gear 13r and the housing 33 (step S111). Specifically, in this step S19, the ring gear 13r is fixed with respect to the housing 33, which is a non-moving portion, by moving the third synchromesh mechanism SL.

  At this time, the first synchromesh mechanism S1 is in a neutral state, and the engagement between the first main input shaft 14 and the second sub input shaft 24 is released. The second synchronous meshing mechanism S2 engages the second main input shaft 22 and the third sub input shaft 25.

  Therefore, the power from the engine 2 is transmitted to the output shaft 26 via the second main input shaft 22 without passing through the first main input shaft 14. The third synchromesh mechanism SL can be moved so as to achieve the following gear stage. This movement of the third synchromesh mechanism SL corresponds to a pre-shift.

  Next, with reference to FIG. 5, it is calculated from the running state such as the throttle opening and the vehicle speed when running using the power from the engine 2, the power from the electric motor 3, or the power from both the engine 2 and the electric motor 3. The control when the required torque is larger than the torque detected by the torque sensor 58 and the torque is insufficient when traveling at the second speed will be described.

  The ECU 8 determines whether or not the required torque calculated by detecting the running state such as the engine speed and the throttle opening is equal to or greater than a predetermined value Tc (step S21). The predetermined value Tc is a value that fluctuates in accordance with a traveling state such as a gear ratio and a throttle opening, and is determined based on a map. When the required torque is smaller than the predetermined value Tc, “NO” is determined in the step S21.

  At this time, the ECU 8 determines that the required torque is sufficient by comparing the required torque calculated from the traveling state of the vehicle with the detected torque. For this reason, the control for increasing the output torque by increasing the gear ratio by lowering the gear position is not executed, and this control ends.

  On the other hand, when the required torque is equal to or greater than the predetermined value Tc, “YES” is determined in the step S21. At this time, the ECU 8 compares the required torque calculated from the running state of the vehicle with the detected torque and determines that the required torque is insufficient. Therefore, the following control (steps S22 and S23) is executed as control for increasing the output torque.

  The ECU 8 executes control for releasing the engagement between the gear train 27 constituting the second speed and the second main input shaft 22 (step S22). Specifically, a control is executed in which the second synchromesh mechanism S2 that engages the second main input shaft 22 and the third sub input shaft 25 is neutral. Therefore, with this control, torque output from the engine 2 is not transmitted to the output shaft 26 via the second main input shaft 22.

  Next, the ECU 8 moves the third synchromesh mechanism SL constituting the first speed to execute control for engaging the ring gear 13r and the housing 33 (step S23). As a result, the ring gear 13r is fixed to the housing 33, which is a non-moving portion, by the third synchronous meshing mechanism SL. At this time, the torque input to the first main input shaft 14 is transmitted to the output shaft 26 via the second sub input shaft 24 connected to the carrier 13c and the gear train 29.

  Further, the ring gear 13r of the planetary gear mechanism 13 is fixed, the sun gear 13s constitutes the torque input side, and the pinion gear 13p constitutes the torque output side, so that the rotation speed of the second sub input shaft 24 is the first main input shaft 14 It will be slower than the rotation speed. Therefore, the gear ratio is increased, and a larger torque can be transmitted to the output shaft 26. And this control is complete | finished by performing the shift to 1 step | paragraph speed.

  Next, control when the temperature of the PDU 6 is high will be described with reference to FIG. This control is performed by reducing the rotational speed of the rotor 3a or stopping the rotational motion when the temperature of the PDU 6 is high when traveling at an even number of stages (two-speed or four-speed). It is the control which lowers the temperature.

  First, when traveling in an even number of stages, that is, when the second main input shaft 22 and the third sub input shaft 25 are engaged by the second synchronous meshing mechanism S2, the ECU 8 determines that the temperature of the PDU 6 is equal to or higher than the predetermined value Ti. It is determined whether or not there is (step S31). When the temperature of the PDU 6 is lower than the predetermined value Ti, “NO” is determined in the step S31. At this time, the special control for lowering the temperature of the PDU 6 is not executed, and the control based on this flowchart ends. When the temperature of the PDU 6 is equal to or higher than the predetermined value Ti, the ECU 8 determines “YES” in step S31, and proceeds to the next step S32.

  Next, the ECU 8 executes control for moving the first synchronous meshing mechanism S1 to the neutral position (step S32). As a result, the engagement between the first main input shaft 14 and the second sub input shaft 24 is released. For this reason, the rotor from the first sub input shaft 15 through the gear train 23, the second main input shaft 22, the third sub input shaft 25, the output shaft 26, the second sub input shaft 24, and the first main input shaft 14. The rotational motion transmitted to 3a is released. Therefore, since the rotor 3a rotates based on the rotational motion due to the inertia of the first main input shaft 14, the rotational speed of the rotor 3a decreases or the rotational motion stops.

  Next, with reference to the timing chart shown in FIG. 7, a description will be given of the transition from the electric traveling means for traveling the vehicle by the power from the electric motor 3 to the internal combustion engine traveling means for traveling the vehicle by the power from the engine 2.

  At the top of FIG. 7, the transition of the torque transmitted from the motor 3 to the first main input shaft 14 with the vertical axis as the torque transmitted from the motor 3 to the first main input shaft 14 and the horizontal axis as the time. It is shown. ON of the motor torque indicates a state where the torque from the electric motor 3 is transmitted to the first main input shaft, and OFF of the motor torque indicates a state where the torque from the electric motor 3 is not transmitted to the first main input shaft. Yes.

  The second from the top of FIG. 7 shows the transition of the engagement between the ring gear 13r and the housing 33 with the vertical axis as the presence / absence of engagement by the third synchromesh mechanism SL and the horizontal axis as the time. The ON state of the third synchronization mechanism SL indicates a state in which the ring gear 13r is fixed to the housing 33 by the third synchronization mechanism SL. The OFF state of the third synchronization engagement mechanism SL indicates a state where the ring gear 13r is not fixed to the housing 33 because the third synchronization engagement mechanism SL is neutral.

  The third from the top in FIG. 7 shows the transition of engagement between the first main input shaft 14 and the driving force input shaft 2a, where the vertical axis is the presence or absence of engagement by the first clutch C1, and the horizontal axis is time. Has been. When the first clutch C1 is ON, the first main input shaft 14 and the driving force input shaft 2a are engaged with each other so that they can rotate integrally. Further, OFF of the first clutch C1 indicates a state in which the engagement between the first main input shaft 14 and the driving force input shaft 2a is released. For this reason, when the first clutch C1 is OFF, the first main input shaft 14 and the driving force input shaft 2a each rotate without integrally rotating.

  The fourth from the top in FIG. 7 shows the transition of the engine speed with the vertical axis representing the engine speed and the horizontal axis representing time.

  At the bottom of FIG. 7, the transition of the engagement between the first auxiliary input shaft 15 and the driving force input shaft 2a is shown with the vertical axis representing whether or not the second clutch C2 is engaged and the horizontal axis representing time. ing. The OFF state of the second clutch C2 indicates a state in which the second clutch C2 is released from the second clutch C2 driving force input shaft 2a. For this reason, when the second clutch C2 is OFF, the first auxiliary input shaft 15 and the driving force input shaft 2a each rotate without integrally rotating.

  Further, when the second clutch C2 is between ON and OFF, the second clutch C2 is in a half-clutch state. For this reason, when the second clutch C2 is between ON and OFF, the first auxiliary input shaft 15 and the driving force input shaft 2a rotate together due to a synchronous action.

  The time t0 to the time t1 in FIG. 7 indicate the traveling time based on the electric traveling means that causes the vehicle to travel with the power from the electric motor 3. At this time, torque is transmitted from the electric motor 3 to the first main input shaft 14, and the motor torque is indicated by "ON". Further, since time t0 to time t1 indicate traveling at the first speed, the ring gear 13r is fixed to the housing 33 by the third synchronous meshing mechanism SL.

  Further, since the first clutch C1 and the second clutch C2 are not engaged, the first clutch C1 and the second clutch C2 are indicated by “OFF”. Further, since the engine 2 has not started from time t0 to time t1, the engine speed Ne is zero.

  Next, from time t1 to time t6, when traveling from the first speed based on the electric travel means to the internal combustion engine travel means in a state where both the first clutch C1 and the second clutch C2 are connected. The state is shown. At time t1, the torque from the electric motor 3 is transmitted to the first main input shaft 14 to be “ON”, but the torque transmitted from the electric motor 3 to the first main input shaft 14 decreases as the time t2 is reached. At time t2, the torque transmitted from the electric motor 3 to the first main input shaft 14 becomes 0 and is turned “OFF”.

  At time t2, the ring gear 13r is fixed to the housing 33 by the third synchronous meshing mechanism SL, and is “ON”. The third synchronous meshing mechanism SL moves so that the ring gear 13r is brought into a non-fixed state with respect to the housing 33 as time t3 is reached. "OFF".

  From time t3 to time t4, the first clutch C1 is controlled. At time t3, the third synchromesh mechanism SL is removed from the first speed stage, and the first input shaft 14 and the second main input shaft 22 are connected to any of the first to fifth speed stages. Not. From time t3 to time t4, the ECU 8 executes control for moving the first clutch C1. At time t4, the first main input shaft 14 and the driving force input shaft 2a are engaged by the movement of the first clutch C1. At this time, the first clutch C1 is indicated as “ON”.

  From time t4 to time t6, control for starting the engine 2 by transmitting torque generated by the rotation of the first main input shaft 14 to the engine 2 via the power input shaft 2a is executed. At time t4, torque from the electric motor 3 is transmitted to the power input shaft 2a in order to rotate the power input shaft 2a for starting the engine 2. This torque transmission is shown as “ON” of the motor torque. Torque transmission from the electric motor 3 to the power input shaft 2a is executed until time t6 when the start of the engine 2 is completed. The start of the engine 2 is completed when the engine speed Ne reaches a certain value.

  From time t4 to time t6, the first clutch C1 is “ON”, and the first main input shaft 14 and the driving force input shaft 2a are meshed so as to be integrally rotatable. From time t4 to time t6, the second clutch C2 shifts from “OFF” to “ON” and “OFF”. That is, at the time t4, the second clutch is in the neutral state, so the first auxiliary input shaft 15 and the driving force input shaft 2a are not synchronized.

  At time t6, the first auxiliary input shaft 15 and the driving force input shaft 2a are engaged by the second clutch C2, but are not meshed so as to be integrally rotatable. For this reason, the first auxiliary input shaft 15 and the driving force input shaft 2a are engaged via the second clutch C2 so as to enable rotation with different rotational speeds. Therefore, from time t4 to time t6, torque from the engine 2 is transmitted to the output shaft 26 via the second main input shaft 22. At time t6, the control for starting the engine 2 ends.

  After time t6, after the engine 2 is started, control for traveling under a predetermined gear position is performed. From the time t6 to the time t7, the control which removes the 1st clutch C1 and makes it neutral is performed. At time t6, the first main input shaft 14 and the driving force input shaft 2a are engaged, but with the passage of time, the engagement between the first main input shaft 14 and the driving force input shaft 2a is released, At time t7, the first main input shaft 14 and the driving force input shaft 2a are disengaged and turned “OFF”.

  Therefore, at time t7, the first sub input shaft 15 and the driving force input shaft 2a are engaged with each other via the second clutch C2 so as to be able to rotate together, and the first main input shaft 14 and the driving force input shaft. Engagement with 2 a is released, and the ring gear 13 r constitutes a non-fixed state with respect to the housing 33.

  The engagement of the third synchromesh mechanism SL is started in accordance with the timing when the first clutch C1 is “OFF”. The engagement of the third synchromesh mechanism SL moves so that the ring gear 13r is fixed to the housing 33 as time t8 is reached, and the ring gear 13r forms a fixed state to the housing 33. ON ".

  Between time t8 and time t9, the first clutch C1 shifts from “OFF” to “ON” and “OFF”. That is, at the time t8, the first clutch C1 is released, so that the first main input shaft 14 and the driving force input shaft 2a are not synchronized. At time t9, the first main input shaft 14 and the driving force input shaft 2a are engaged as a half clutch by the first clutch C1. Therefore, the first main input shaft 14 and the driving force input shaft 2a are engaged via the first clutch C1 so as to be able to rotate together.

  Although the present embodiment secures a shift of 5 forward speeds and 1 reverse speed, it is not limited to this shift speed, and may be modified to have a gear train for shifting on a plurality of input shafts. Is possible.

  In the present embodiment, the power combining mechanism is described as a mechanism using a single pinion type planetary gear device. However, a double pinion type planetary gear device may be used.

DESCRIPTION OF SYMBOLS 1 ... Power transmission device, 2 ... Engine (internal combustion engine), 2a ... Driving force input shaft (input shaft), 3 ... Electric motor (motor), 3a ... Rotor (rotary body), 3b ... Stator (stator), 3ba ... Coil, 4 ... drive wheel (driven part), 5 ... auxiliary machine, 6 ... PDU, 7 ... battery, 8 ... ECU (control means, rotation speed detection means, power detection means, first engagement means, second engagement 9) power setting unit, 10 ... various sensors, 12 ... cooling unit, 13 ... power combining mechanism, 13c ... carrier (third rotating element), 13p ... planetary gear, 13r ... ring gear (second rotating element), 13s ... Sun gear (first rotating element), 14 ... First main input shaft, 14a, 16a, 17a, 19a, 26a, 26b ... Gear, 15 ... First sub input shaft, 16 ... Reverse shaft, 17 ... Reverse gear shaft , 18, 20, 21, 23, 27, 2 , 29, 30 ... gear train, 19 ... intermediate shaft, 22 ... second main input shaft, 24 ... second sub input shaft, 24a ... third gear, 24b ... fifth gear, 25 ... third sub input shaft, 25a 2nd gear, 25b 4th gear, 26 ... Output shaft, 26c ... Final gear, 31 ... Differential gear unit, 32 ... Axle, 33 ... Housing, 34 ... Belt mechanism, 35 ... Auxiliary clutch, 41 ... CPU, 42 ... Memory, 51 ... Engine speed sensor, 52 ... Each sleeve position sensor, 53 ... Accelerator opening sensor, 54 ... Stroke sensor, 55 ... Vehicle speed sensor, 56 ... Temperature sensor, 57 ... Voltage sensor, 58 ... Torque Sensor, C1 ... 1st clutch, C2 ... 2nd clutch, S1 ... 1st synchronous meshing mechanism, S2 ... 2nd synchronous meshing mechanism, SL ... 3rd synchronous meshing mechanism, S1a, S2a ... Sleeve.

Claims (6)

Driving a hybrid vehicle having an internal combustion engine and an electric motor as a drive source, and including a power transmission from the electric motor or the internal combustion engine to a driven part and a control unit capable of intermittently transmitting power between the electric motor and the internal combustion engine A control device,
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Power detection means for detecting power from the electric motor to the driven part;
When the power detected by the power detection means is smaller than a predetermined power and the rotational speed detected by the rotational speed detection means is lower than a predetermined rotational speed, the control means Disconnecting the connection with the drive unit, enabling power transmission from the electric motor to the internal combustion engine when starting the internal combustion engine, and enabling power transmission from the internal combustion engine to the driven unit. A control device for a hybrid vehicle. Driving a hybrid vehicle having an internal combustion engine and an electric motor as a drive source, and including a power transmission from the electric motor or the internal combustion engine to a driven part and a control unit capable of intermittently transmitting power between the electric motor and the internal combustion engine A control device,
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Power detection means for detecting power transmitted from the electric motor to the driven portion;
When the power detected by the power detector is smaller than a predetermined power and the rotational speed detected by the rotational speed detector is higher than a predetermined rotational speed, the controller is driven by the electric motor. A control apparatus for a hybrid vehicle, which enables power transmission to a section and starts the internal combustion engine by power of the electric motor. First intermittent means for enabling intermittent transmission of power between the electric motor and the internal combustion engine;
A second intermittent means for enabling intermittent power transmission between the internal combustion engine and the driven part;
The control device for a hybrid vehicle according to claim 1, wherein the control means connects both the first intermittent means and the second intermittent means. A battery capable of charging regenerative power generated by driving the electric motor;
The control means maximizes the ratio between the rotational speed of the internal combustion engine and the rotational speed of the driven portion when the charge amount of the battery is equal to or less than a predetermined amount in a state where the internal combustion engine is started. The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device.   The control means maximizes the ratio of the rotational speed of the internal combustion engine to the rotational speed of the driven part when the power detected by the power detection means is smaller than the power estimated from the state of the vehicle. The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device.   The hybrid vehicle according to claim 1, further comprising an inverter that drives the electric motor, wherein the connection between the electric motor and the driven part is disconnected when the temperature of the inverter is equal to or higher than a predetermined temperature. Control device.

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