CN101983150A - 混合动力装置 - Google Patents

混合动力装置 Download PDF

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Publication number
CN101983150A
CN101983150A CN2009801121138A CN200980112113A CN101983150A CN 101983150 A CN101983150 A CN 101983150A CN 2009801121138 A CN2009801121138 A CN 2009801121138A CN 200980112113 A CN200980112113 A CN 200980112113A CN 101983150 A CN101983150 A CN 101983150A
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China
Prior art keywords
gear
mentioned
speed
input shaft
row
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Granted
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CN2009801121138A
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CN101983150B (zh
Inventor
丹波俊夫
福原裕一
佐佐木环
丰良幸男
大村雅洋
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Aisin AI Co Ltd
Toyota Motor Corp
Aisin Corp
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Aisin Seiki Co Ltd
Aisin AI Co Ltd
Toyota Motor Corp
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Publication of CN101983150A publication Critical patent/CN101983150A/zh
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    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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Abstract

当利用第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，对利用转速传感器检测的发动机的旋转速度的减速度与预先设定的减速度的上限值进行比较，如果超过该上限值，则作为电动机起动与第2驱动列的输入轴连接的马达和发电机，在该输入轴上产生与从发动机输入的转矩相抵消的负荷转矩，在该状态下，解除上述另一方的驱动列的齿轮变速机构的变速档的结合。

Description

混合动力装置
技术领域
本发明涉及一种混合动力装置，尤其是涉及一种适合于双离合器式车辆用变速器的混合动力装置。
背景技术
在日本专利特开2005-186931号公报中，提出了采用这种双离合器的混合动力装置。该混合动力装置具有同轴配置且能相对旋转并经由双离合器有选择地传递发动机的驱动力的第1输入轴和第2输入轴，分别安装在与这2个输入轴平行配置的第1输出轴和第2输出轴上的第1齿轮变速机构和第2齿轮变速机构，和与第2输出轴连接，当供给电力后作为电动机驱动与上述第1输出轴或第2输出轴连接的驱动车轮，反过来当被该驱动车轮驱动时作为发电机向电池充电的马达和发电机。
在采用上述混合动力装置的变速器中，第1输入轴和第2输入轴经由构成双离合器的第1摩擦离合器或第2摩擦离合器交互传递发动机的驱动力，该驱动力经由第1齿轮变速机构或第2齿轮切换机构传递到驱动车轮。另一方面，马达和发电机作为电动机或发电机时，经由第2输入轴和第2齿轮变速机构，与第2输出轴连接。在该混合动力装置中，当将第1齿轮变速机构的变速档切换到第2齿轮变速机构的变速档时，通过使双离合器中的一方的摩擦离合器脱离且使另一方的摩擦离合器结合，进行变速档的切换。在该变速档进行切换时，如果由于控制系统的误操作而使得两个摩擦离合器同时被结合，两个齿轮变速机构的切换机构会互相锁止而不能旋转，从而使得发动机急剧停止，该车辆不能行驶。
发明内容
本发明的目的在于具有上述混合动力装置的变速机能够事先避免变速档切换时出现的齿轮变速机构的相互锁止的现象。
为了实现上述目的，本发明提供的混合动力装置是具有经由第1摩擦离合器传递发动机的驱动力的第1输入轴；由安装在该第1输入轴上的一组齿轮变速机构组成的第1驱动列；经由第2摩擦离合器传递发动机的驱动力的第2输入轴；由安装在该第2输入轴上的一组齿轮变速机构组成的第2驱动列；与上述第1输入轴或第2输入轴连接的马达和发电机、和被从上述第1驱动列的齿轮变速机构的输出轴或上述第2驱动列的齿轮变速机构的输出轴传递的驱动力所驱动的被驱动装置的混合动力装置，其特征在于，设置有检测上述发动机的旋转速度的转速传感器和控制机构，当利用上述第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，该控制机构对利用上述转速传感器检测的上述发动机的旋转速度的减速度与预先设定的减速度的上限值进行比较，如果超过该减速度的上限值，则作为电动机起动上述马达和发电机，在上述另一方的驱动列的输入轴上产生与从上述发动机输入的转矩相抵消的负荷转矩，然后使该变速档的操作部件进行动作，以解除利用同一输入轴的齿轮变速机构所切换的变速档的结合。
在实施本发明时，优选的在上述结构的混合动力装置中，设置有检测从上述发动机输入到上述另一方的驱动列的输入轴上的转矩的转矩传感器，上述控制机构对上述马达和发电机的动作进行控制，以使施加在上述另一方的驱动列的输入轴上的负荷转矩与利用上述转矩传感器所检测的转矩实质上相同。还有，此时，希望当利用上述第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，在上述发动机的减速度到达上述上限值以下之前，作为电动机反复起动上述马达和发电机，以产生上述负荷转矩，同时反复使该变速档的操作部件进行动作，以解除上述变速档的结合。
发明效果
在上述结构的混合动力装置中，当利用上述第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，在解除上述第1驱动列的第1摩擦离合器的结合之前，或同时使第2摩擦离合器结合时，两驱动列的各轴有可能会相互锁止。此时，利用上述马达和发电机的起动所产生的负荷转矩抵消从上述发动机传递到上述另一方的输入轴上的转矩，从而消除传递到上述另一方的输入轴上的转矩。这样，可以容易地解除利用另一方的驱动列的齿轮变速机构所切换的变速档的结合，能够维持先前选择的变速档的结合，在该变速档下进行行驶。
附图说明
图1是表示本发明的混合动力装置的第1实施形态的整体构造的骨架图。
图2是说明图1所示的第1实施形态的利用发动机进行驱动时的动作状态的骨架图。
图3是说明图1所示的第1实施形态的利用马达和发电机进行驱动时的动作状态的骨架图。
图4是表示图1所示的第1实施形态的控制装置所进行的控制程序的流程图。
图5是表示本发明的混合动力装置的第2实施形态的控制装置所进行的控制程序的流程图。
图6是表示图1所示的混合动力装置的变形例的骨架图。
符号说明
10-发动机，12-双离合器，13a-第1输入轴，13b-第2输入轴，14、14a、14b-输出轴(第1输出轴、第2输出轴)，15-马达和发电机，19-驱动车轮，20-控制装置，21-转速传感器，22-转矩传感器，C1-第1摩擦离合器，C2-第2摩擦离合器，SM1-第1齿轮变速机构，SM2-第2齿轮变速机构
具体实施方式
以下，参照图1-图4，说明本发明的混合动力装置的第1实施形态。在该第1实施形态中，本发明的混合动力装置适用于图1所示的前进6档、后退1档的自动变速器TM。
该自动变速器TM为双离合器式，在变速箱H内，相互平行配置并能自由旋转的第1输入轴13a和第2输入轴13b经由第1摩擦离合器C1和第2摩擦离合器C2，与发动机10的输出轴10a连接。第1摩擦离合器C1的输入部件与从动齿轮11b的支持轴11d结合，与发动机10的输出轴10a一体化旋转的驱动齿轮11a与从动齿轮11b啮合。同样，第2摩擦离合器C2的输入部件与从动齿轮11c的支持轴11e结合，与发动机10的输出轴10a一体化旋转的驱动齿轮11a与从动齿轮11c啮合。分别与第1输入轴13a和第2输入轴13b平行配置的第1输出轴14a和第2输出轴14b经由与设置在第3输出轴14c上的从动齿轮14f啮合的驱动齿轮14d和14e，与该第3输出轴14c连接。第3输出轴14c经由驱动小齿轮16a、齿圈16b、差动齿轮17和半轴18、18，与驱动车轮19、19连接。
构成双离合器12的第1和第2摩擦离合器C1、C2在正常的动作状态下，利用后述的控制装置20进行控制，当变速档切换中途处于半离合状态，一方的传递转矩和另一方的传递转矩相互朝相反方向进行增减，当变速档切换结束后，某一方的摩擦离合器处于完全结合状态，其传递转矩达到规定的最大值，而另一方的摩擦离合器则处于完全解除状态，其传递转矩变为0。
在第1输入轴13a与第1输出轴14a之间，设置有具有齿轮切换机构M的第1齿轮变速机构SM1，在第2输入轴13b与第2输出轴14b之间，设置有具有齿轮切换机构M的第2齿轮变速机构SM2。第1齿轮变速机构SM1具有第1速档、第3速档和第5速档(奇数档)的各变速齿轮对G1、G3、G5以及后退档的后退齿轮列GB。这些变速齿轮对G1、G3、G5以及后退齿轮列GB的各驱动齿轮分别固定在第1输入轴13a上，各从动齿轮受到第1输出轴14a的支持并能自由旋转。在第1变速齿轮对G1与第3变速齿轮对G3的各从动齿轮之间，设置有分别选择这些从动齿轮与第1输出轴14a进行连接的第1切换离合器D1，在第5变速齿轮对G5与后退齿轮列GB的各从动齿轮之间，设置有分别选择这些从动齿轮与第1输出轴14a进行连接的第3切换离合器D3。在后退齿轮列GB的驱动齿轮与从动齿轮之间，设置有空转齿轮。
第2齿轮变速机构SM2具有第2速档、第4速档和第6速档(偶数档)的各变速齿轮对G2、G4、G6。这些变速齿轮对G2、G4、G6的各驱动齿轮分别固定在第2输入轴13b上，各从动齿轮受到第2输出轴14b的支持并能自由旋转。在第2变速齿轮对G2与第4变速齿轮对G4的各从动齿轮之间，设置有分别选择这些从动齿轮与第2输出轴14b进行连接的第2切换离合器D2，在第6变速齿轮对G6的从动齿轮一侧，设置有选择其与第2输出轴14b进行连接的第4切换离合器D4。
各切换离合器D1-D4由众所周知的同步式机构组成，具有分别固定在在第1输出轴14a和第2输出轴14b上的离合毂L，和在其外周通过花键结合的套筒(操作部件)M。各套筒M经由换档拨叉F1-F4，通过自动或手动的方式，沿轴线方向往复运动，与固定在两侧(或单侧)的从动齿轮上的结合部件N结合，从而选择各从动齿轮与离合毂L连接。
在对该第1实施形态的混合动力装置的动作进行控制的控制装置20中，连接有检测由发动机10的驱动力所转动的从动齿轮11c的旋转速度的转速传感器21，和检测经由第2摩擦离合器C2传递到第2输入轴13b的转矩T的转矩传感器22。此时，转速传感器21为检测从动齿轮11c的各齿尖的运动的磁性传感器。当从动齿轮11c每转动一周时，控制装置20从转速传感器21接受多次检测信号，基于各检测信号的时刻，计算并检测发动机10的旋转速度、其变动以及减速度S。另外，转矩传感器22配置在第2输入轴13b的第2摩擦离合器C2与第2齿轮变速机构SM2之间。在位于与第2摩擦离合器C2相反的一侧的第2输入轴13b的一端上，连接有马达和发电机15。
马达和发电机15在发动机10的输出没有余力的状态下，从电池(图中未表示)获得电力，发挥电动机的功能，与发动机10协同对驱动车轮19、19进行驱动。还有，该马达和发电机15在发动机10受到来自驱动车轮19、19的驱动的状态下，或在发动机10的输出存在余力的状态下，受到第2输入轴13b的驱动，发挥发电机的功能，对电池进行充电。另外，在该实施形态中，上述马达和发电机15与第2输入轴13b的一端连接，但作为代替，也可以与第1输入轴连接。
接着，说明对上述混合动力装置的动作进行控制的控制装置20的功能。现在，当该汽车停止，处于不动作的状态时，第1摩擦离合器C1和第2摩擦离合器C2均处于解除状态，第1齿轮变速机构SM1和第2齿轮变速机构SM2的各切换离合器D1-D4处于图1所示的中立位置。如果驱动车轮19、19受到发动机10的驱动进行行驶，当从停车状态起动发动机10，将变速装置的换档手柄(图中未表示)置放于前进位置时，控制装置20经由第1变速换档拨叉F1，将第1切换离合器D1的套筒M向右移动，形成第1齿轮变速机构SM1的第1变速齿轮对G1的第1速档。当增加油门，发动机10的旋转速度超过规定的低转速时，控制装置20逐渐使双离合器12的第1摩擦离合器C1慢慢地结合，增加其结合力。这样，发动机10的驱动转矩从第1摩擦离合器C1经由第1输入轴13a、第1变速齿轮对G1、第1切换离合器D1、第1输出轴14a、齿轮14d、14f、第3输出轴14c、齿轮16a、16b、差动齿轮17以及半轴18、18，传递到驱动车轮19、19，汽车开始以第1速档进行行驶。
当油门增大，汽车的动作状态到达适合以第2速档行驶的状态时，控制装置20将第2切换离合器D2的套筒M向右移动，形成第2齿轮变速机构SM2的第2变速齿轮对G2的第2速档，在解除双离合器12的第1摩擦离合器C1的结合后，使第2摩擦离合器C2结合，切换到第2速档行驶，接着将第1切换离合器D1的套筒M返回到中立位置。以下同样，控制装置20根据当时汽车的动作状态，顺次形成变速档，交互切换第1摩擦离合器C1和第2摩擦离合器C2的结合，以适合汽车的动作状态的变速档进行行驶。变速的减档操作与上述步骤相反。图2的实线箭头表示汽车通过发动机10的驱动力以第1齿轮变速机构SM1的第3速档(利用第3变速齿轮G3)进行行驶时的动力传递路径。图2的虚线箭头表示汽车通过发动机10的驱动力以第2齿轮变速机构SM2的第4速档(利用第4变速齿轮G4)进行行驶时的动力传递路径。
在停车状态下将换档手柄置放到后退位置时，控制装置20将第3切换离合器D3的套筒M向左移动，形成后退齿轮列GB的后退档。如果踩踏油门，增大发动机10的旋转速度，控制装置20逐渐使双离合器12的第1摩擦离合器C1结合，增加其结合力。这样，发动机10的驱动转矩经由后退齿轮列GB，传递到第1输出轴14a，与第1速档的情况一样，开始后退。
还有，在利用马达和发电机15进行行驶的情况下，如果在停车状态下将变速装置的换档手柄放到前进位置，与上述的利用发动机10的驱动力进行行驶的情况一样，控制装置20形成第1齿轮变速机构SM1的第1速档。当油门增加时，对马达和发电机15进行供电，使其发挥电动机的功能，同时逐渐使第1摩擦离合器C1和第2摩擦离合器C2慢慢地结合，增加其结合力。这样，马达和发电机15的驱动转矩经由第2输入轴13b、第1和第2摩擦离合器C1、C2、第1输入轴13a、第1变速齿轮对G1、第1切换离合器D1、第1输出轴14a、齿轮14d、14f、第3输出轴14c、齿轮16a、16b、差动齿轮17以及半轴18、18，传递到驱动车轮19、19，汽车开始以第1速档进行行驶。当油门增大，汽车的动作状态到达适合以第2速档行驶的状态时，控制装置20暂时停止对马达和发电机15供电，在解除两摩擦离合器C1、C2的结合后，将第1切换离合器D1返回到中立位置。与上述一样，当利用第2齿轮变速机构SM2形成第2速档后，再次使摩擦离合器C1和C2结合，对马达和发电机15进行供电，使其发挥电动机的功能，汽车以第2速档进行行驶。
以下同样，控制装置20根据汽车的行驶状态，顺次形成变速档，当使用第1齿轮切换机构SM1的各变速档时，使两摩擦离合器C1、C2结合，当使用第2齿轮切换机构SM2的各变速档时，解除两摩擦离合器C1、C2的结合，以适合汽车的行驶状态的变速档进行行驶。变速的减档操作与上述步骤相反。图3的实线箭头表示汽车通过马达和发电机15的驱动力以第1齿轮变速机构SM1的第1速档(利用第1变速齿轮G1)进行行驶时的动力传递路径。图3的虚线箭头表示汽车通过马达和发电机15的驱动力以第2齿轮变速机构SM2的第2速档(利用第2变速齿轮G2)进行行驶时的动力传递路径。
另外，在马达和发电机15与发动机10协同对驱动车轮19、19进行驱动的情况下，当使两摩擦离合器C1、C2结合，利用第1变速机构SM1的变速档传递马达和发电机15的驱动力时，为了避免下面所述的变速器TM的相互锁止，也以与第1变速机构SM1相同的变速档传递发动机10的驱动力。利用马达和发电机15的后退与利用发动机10的后退一样，利用后退齿轮列GB形成后退档，与第1速档情况一样进行后退行驶。
接着，说明避免变速器TM的相互锁止的方法。如前所述，图2的实线箭头表示利用第3变速齿轮对G3连接第1输入轴13a与第1输出轴14a，使第1摩擦离合器C1结合，从而以第3速档进行行驶时的动力传递路径。当从该第3速档的状态切换到第4速档时，利用控制装置20，在解除了第2摩擦离合器C2的结合的状态下，将第2切换离合器D2的套筒M向左移动，利用第4变速齿轮对G4连接第2输入轴13b与第2输出轴14b，接着在解除了第1摩擦离合器C1的结合之后，使第2摩擦离合器C2结合，然后将第1切换离合器D1的套筒M向右移动，解除利用第3变速齿轮对G3对第1输入轴13a与第1输出轴14a的连接。这样，解除图2的实线箭头所示的第3速档的动力传递路径，形成虚线箭头所示的第4速档的动力传递路径。
这样，当变速档从第3速档切换到第4速档时，如果由于控制系统的误操作等导致没有解除第1摩擦离合器C1的结合，从而使得第1摩擦离合器C1和第2摩擦离合器C2同时被结合，则由于发动机10与第3输出轴14c之间经由并列配置的互为不同变速比的第3变速齿轮对G3和第4变速齿轮对G4连接在一起，因此变速器TM的各轴13a、13b、14a、14b相互锁止，不能旋转。产生该相互锁止后，发动机10会急剧停止，以第3速档行驶的汽车会急剧停车。这样，即使在没有解除第1摩擦离合器C1的结合并产生相互锁止的情况下，控制装置20也会将第1切换离合器D1的套筒M向右移动，以力图解除利用第3变速齿轮对G3对第1输入轴13a与第1输出轴14a的连接。但是，在产生了相互锁止的状态下，在第1切换离合器D1的套筒M和第3变速齿轮对G3的从动齿轮的结合部件N之间的花键结合部上，产生很大的传递转矩，由于该花键结合部的摩擦阻力，而不能移动第1切换离合器D1的套筒M。因此，不能解除第1输入轴13a与第1输出轴14a的连接，也不能解除相互锁止。这种相互锁止的产生并不局限于变速档的切换时，也会由于控制系统的故障而出现。
为了防止上述相互锁止，第1实施形态的混合动力装置的控制装置20每隔规定的短时间，就反复进行图4的控制程序的处理。在该处理中，控制装置20基于转速传感器21的检测信号，检测发动机10的旋转速度，计算其变动和减速度S，另一方面，利用转矩传感器22的检测信号，检测经由第2摩擦离合器C2传递到第2输入轴13b的转矩T(步骤100)，对该减速度S和减速度上限值S0进行比较(步骤101)。减速度上限值S0为在不产生上述相互锁止的前提下，在正常的动作状态下不会出现的较大的值。由于正常状态下，不会S＞S0，因此控制装置20在步骤101结束图4的控制程序的控制操作。
如果产生相互锁止，发动机10的旋转速度急剧下降，旋转速度的减速度S急剧增加，使得S＞S0，因此控制装置20从步骤101进入步骤102，作为电动机起动马达和发电机15，在第2输入轴13b上产生与从发动机10传递的转矩相抵消的负荷转矩。优选此时所产生的负荷转矩与利用转矩传感器22所检测的转矩T实质上相同。接着，控制装置20控制第2齿轮变速机构SM2的动作，以在第2齿轮变速机构SM2的各变速档中、当时形成的变速档的解除方式，对第2齿轮变速机构SM2的套筒M施加操作力(步骤103)，然后使控制程序返回步骤100。
在步骤102，利用马达和发电机15的起动而施加在第2输入轴13b上的负荷转矩与经由第2摩擦离合器C2传递到第2输入轴13b的转矩T方向相反，其数值大小实质相同。这样，经由第2齿轮变速机构SM2传递到第2输出轴14b的转矩实质上为0或接近于0的值，因此在控制装置20的控制下，通过对套筒M施加操作力，容易解除第2齿轮变速机构SM2的变速档，从而可以事先避免产生相互锁止。此时，由于在步骤100检测的减速度S小于减速度上限S0，因此在步骤101结束图4的控制程序的处理。
另外，由于传递到第2输入轴13b的转矩T的检测时刻与负荷转矩的产生时刻有些微差别，因此经由第2齿轮变速机构SM2传递到第2输出轴14b的转矩变大，有时在步骤103会出现没有解除第2齿轮变速机构SM2的变速档的情况。此时，再次反复进行从步骤100至步骤101-103的处理，事先解除相互锁止，然后结束图4的流程图的控制程序。
在上述第1实施形态中，当由于控制系统的误操作而出现相互锁止时，在相互锁止产生中途，自动解除第2齿轮变速机构SM2的变速档，事先避免相互锁止，因此可以避免在汽车行驶中出现发动机10急剧停止的事态。另外，在上述的变速档切换时，虽然汽车能够以切换之前的变速档(第3速档)进行行驶，但只要控制系统的故障还存在，就不能进行变速。上面说明了从第1齿轮变速机构SM1侧到第2齿轮变速机构SM2侧进行变速档切换时的情况，然而从第2齿轮变速机构SM2侧到第1齿轮变速机构SM1侧的变速档切换的情况也一样。
图5是本发明的第2实施形态中利用上述控制装置20进行的控制程序的流程图。步骤200、201、202和203分别对应于图4的控制程序的步骤100、101、102和103。但是，第2实施形态的特征在于，在图5的控制程序的步骤200，只检测发动机10的旋转速度的减速度S，在步骤202，将为避免变速档切换时的相互锁止而起动马达和发电机所产生的负荷转矩确定为规定的数值。在该实施形态中，通过将抵消变速档切换时传递到第2输入轴13b的转矩的负荷转矩确定为规定的数值，可以取消图1所示的在变速器TM上设置的用于检测传递到第2输入轴13b的转矩的转矩传感器22。
在图5所示的控制程序的处理中，控制装置20在步骤200基于转速传感器21的检测信号检测发动机10的旋转速度的减速度S，在步骤201，与第1实施形态一样，将该减速度S与减速度的上限值S0进行比较，如果是正常的动作状态，则由于不是S＞S0，于是结束该控制程序。
如前所述，当切换变速档时有可能出现相互锁止时，由于减速度S大于减速度的上限值S0，则在下一个步骤202起动马达和发电机15，产生抵消传递到第2输入轴13b的转矩的负荷转矩。接着，在步骤203，为了解除利用第2输入轴13b的齿轮变速机构SM2所切换的变速档的结合，使该变速档的套筒M(操作部件)进行动作。当通过该处理不能解除所切换的变速档的结合时，则反复进行步骤200、201、202和203的处理。这样，利用马达和发电机15的起动，逐渐增大赋予第2输入轴13b的负荷转矩，并逐渐减小经由第2齿轮变速机构SM2传递到第2输出轴14b的转矩。因此，当上述负荷转矩达到规定的数值，可以解除利用上述变速档的套筒M的动作所切换的变速档的结合，从而可以事先避免相互锁止的产生。
在上述第1实施形态和第2实施形态中，说明了在图1所示的变速器TM中采用本发明的混合动力装置的例子，但也可以在图6所示的双离合器式自动变速器中采用本发明的混合动力装置。该自动变速器中，经由构成双离合器12的第1和第2摩擦离合器C1、C2受到发动机10驱动的第1和第2输入轴13a、13b为相互同轴配置的二重轴，图1所示的自动变速器TM中的通过输出齿轮14d、14e、14f连接的3根输出轴14a、14b、14c和齿轮14d-14f汇总在1根输出轴14上。另外，第1和第2输入轴13a、13b通过将双离合器12的离合器盖12a连接在发动机10的输出轴10a上，受到发动机10的驱动旋转，转速传感器21检测该离合器盖12a的旋转速度。输出轴14经由最终减速齿轮16c、16d、差动齿轮17和半轴18、18，与驱动车轮19、19连接。在从第2输入轴13b突出的第1输入轴13a的后半部与输出轴14之间，设置有第1齿轮变速机构SM1，在第2输入轴13b与输出轴14之间，设置有第2齿轮变速机构SM2。这两个齿轮变速机构SM1、SM2与图1所示的齿轮变速机构SM1、SM2实质上为同一结构。马达·发电机15通过将固定在其输出输入轴15a上的齿轮15b与第6变速齿轮对G6的驱动齿轮啮合，与第2输入轴13b连接。
该自动变速器的功能与图1所示的自动变速器的功能相同，上述控制装置20通过执行图5所示的控制程序，在第1齿轮变速机构SM1的变速档被切换到第2齿轮变速机构的变速档时，可以事先避免由于第1摩擦离合器C1和第2摩擦离合器C2同时结合而导致的相互锁止。

Claims (3)

1.一种混合动力装置，其具有：经由第1摩擦离合器传递发动机的驱动力的第1输入轴；由安装在该第1输入轴上的一组齿轮变速机构组成的第1驱动列；经由第2摩擦离合器传递上述发动机的驱动力的第2输入轴；由安装在该第2输入轴上的一组齿轮变速机构组成的第2驱动列；与上述第1输入轴或第2输入轴连接的马达和发电机；和被从上述第1驱动列的齿轮变速机构的输出轴或上述第2驱动列的齿轮变速机构的输出轴传递的驱动力所驱动的被驱动装置，其特征在于：
设置有检测上述发动机的旋转速度的转速传感器；
和控制机构，
当利用上述第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，该控制机构对利用上述转速传感器检测的上述发动机的旋转速度的减速度与预先设定的减速度的上限值进行比较，如果超过该减速度的上限值，则作为电动机起动上述马达和发电机，在上述另一方的驱动列的输入轴上产生与从上述发动机输入的转矩相抵消的负荷转矩，然后使该变速档的操作部件进行动作，以解除利用同一输入轴的齿轮变速机构所切换的变速档的结合。
2.根据权利要求1所述的混合动力装置，其特征在于：
设置有检测从上述发动机输入到上述另一方的驱动列的输入轴上的转矩的转矩传感器，上述控制机构对上述马达和发电机的动作进行控制，以使施加在上述另一方的驱动列的输入轴上的负荷转矩与利用上述转矩传感器所检测的转矩实质上相同。
3.根据权利要求2所述的混合动力装置，其特征在于：
当利用上述第1驱动列或第2驱动列的齿轮变速机构所选择的变速档被切换到另一方的驱动列的齿轮变速机构的变速档时，在上述发动机的减速度到达上述上限值以下之前，作为电动机反复起动上述马达和发电机，以产生上述负荷转矩，同时反复使该变速档的操作部件进行动作，以解除上述变速档的结合。
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