JP2006306325A - Vehicular hybrid drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular hybrid drive system capable of securing engine start by a motor generator even if a first clutch fails and securing a required engaging response without the need for a large amount of operating energy of a clutch in starting an engine. <P>SOLUTION: This vehicular hybrid driving system, where a first clutch CL1 is interposed between an engine E and a motor generator GM, starts the engine E using the motor generator MG as a starter motor by engaging the clutch CL1. The first clutch CL includes a normal open clutch CL1o and a normal close clutch CL1c which are parallelly interposed between the engine E and the motor generator MG. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle hybrid drive device in which a first clutch is interposed between an engine and a motor generator, the first clutch is fastened, and the engine is started using the motor generator as a starter motor.

2. Description of the Related Art Conventionally, there is known a vehicle hybrid drive device in which a first clutch is interposed between an engine and a motor generator, the first clutch is engaged, and the engine is started using the motor generator as a starter motor (for example, Patent Documents). 1).
JP-A-11-82260

  However, in the above conventional vehicle hybrid drive device, since a normally open type wet multi-plate clutch used for an automatic transmission or the like is employed as the first clutch, an open failure occurs because the clutch hydraulic pressure cannot be produced. If this happens, the engine cannot be started. In addition, the rated torque capacity required for the first clutch is about twice the torque required for starting the engine (the amount of engine friction and inertia raised), which inevitably increases the clutch piston, which is necessary when starting the engine. There is a problem that a large hydraulic pressure is required to achieve a fastening response (several milliseconds).

  The present invention has been made paying attention to the above-described problem. Even when the first clutch fails, the engine start by the motor generator can be ensured, and it is necessary when starting the engine without requiring large clutch operating energy. An object of the present invention is to provide a vehicle hybrid drive device that can ensure a fastening response.

To achieve the above object, according to the present invention, a vehicle hybrid is provided in which a first clutch is interposed between an engine and a motor generator, the first clutch is fastened, and the engine is started using the motor generator as a starter motor. In the drive device,
The first clutch has a normal open clutch and a normal close clutch interposed in parallel between the engine and the motor generator.

  Therefore, in the vehicle hybrid drive device of the present invention, since the first clutch includes the normally closed clutch, even when the normally open clutch has an open failure, the engine and the motor generator are engaged by the normally closed clutch. Is secured. Therefore, even when the first clutch fails, engine start by the motor generator can be ensured. In addition, the rated torque capacity required for the first clutch can be shared between the normally open clutch and the normally closed clutch. For example, when the normally open clutch is used as an engine start clutch, the transmission torque capacity of the normally open clutch is It can be set to share up to the torque required to start the engine. Therefore, it is possible to ensure the engagement response required when starting the engine without requiring large clutch operating energy.

  Hereinafter, the best mode for realizing a hybrid drive device for a vehicle according to the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the drive system configuration of the hybrid vehicle will be described.
FIG. 1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which the hybrid drive device of the first embodiment is applied. As shown in FIG. 1, the drive system of the hybrid vehicle in the first embodiment includes an engine E, a motor generator MG, a first clutch CL1, a second clutch CL2, an automatic transmission AT, a propeller shaft PS, It has a differential DF, a left drive shaft DSL, a right drive shaft DSR, a left rear wheel RL (drive wheel), and a right rear wheel RR (drive wheel).

  The engine E is a gasoline engine or a diesel engine, and the opening degree of a throttle valve and the like are controlled based on a control command from an engine controller 1 described later.

  The motor generator MG is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator, and a three-phase AC generated by an inverter 3 based on a control command from a motor controller 2 described later. It is controlled by applying. The motor generator MG can operate as an electric motor that is driven to rotate by receiving power supplied from the battery 4 (hereinafter, this state is referred to as “power running”), or when the rotor is rotated by an external force. Can function as a generator that generates electromotive force at both ends of the stator coil to charge the battery 4 (hereinafter, this operation state is referred to as “regeneration”). Note that the rotor of the motor generator MG is connected to the input shaft of the automatic transmission AT via a damper 49 (see FIG. 3).

  The first clutch CL1 is a hydraulic multi-plate clutch interposed between the engine E and the motor generator MG. The first clutch CL1 is based on a control command from a first clutch controller 5 described later. The control oil pressure generated by 6 controls the fastening / release including slip fastening and slip opening. The detailed configuration of the first clutch CL1 will be described later.

  The second clutch CL2 is a hydraulic multi-plate clutch interposed between the motor generator MG and the left and right rear wheels RL, RR. The second clutch CL2 is based on a control command from the AT controller 7 described later. Fastening / release including slip fastening and slip opening is controlled by the control oil pressure generated by the hydraulic unit 8.

  The automatic transmission AT is, for example, a transmission that automatically switches a stepped gear ratio such as forward 5 speed reverse 1 speed or forward 6 speed reverse 1 speed according to vehicle speed, accelerator opening, etc. The two-clutch CL2 is not newly added as a dedicated clutch, and uses any one of the plurality of friction engagement elements that are engaged at each gear position of the automatic transmission AT. The output shaft of the automatic transmission AT is connected to the left and right rear wheels RL and RR via a propeller shaft PS, a differential DF, a left drive shaft DSL, and a right drive shaft DSR.

Next, the control system of the hybrid vehicle will be described.
As shown in FIG. 1, the hybrid vehicle control system according to the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a first clutch controller 5, and a first clutch hydraulic unit 6. The AT controller 7, the second clutch hydraulic unit 8, the brake controller 9, and the integrated controller 10 are configured. The engine controller 1, the motor controller 2, the first clutch controller 5, the AT controller 7, the brake controller 9, and the integrated controller 10 are connected via a CAN communication line 11 that can exchange information with each other. ing.

  The engine controller 1 inputs engine speed information from the engine speed sensor 12, and in response to a target engine torque command or the like from the integrated controller 10, a command for controlling the engine operating point (Ne, Te) is, for example, Output to the throttle valve actuator (not shown). Information on the engine speed Ne is supplied to the integrated controller 10 via the CAN communication line 11.

  The motor controller 2 inputs information from the resolver 13 that detects the rotor rotational position of the motor generator MG, and responds to a target motor generator torque command from the integrated controller 10 to the motor operating point (Nm, Tm) of the motor generator MG. ) Is output to the inverter 3. The motor controller 2 monitors the battery SOC indicating the state of charge of the battery 4, and the battery SOC information is used as control information for the motor generator MG and is supplied to the integrated controller 10 via the CAN communication line 11. To do.

  The first clutch controller 5 inputs sensor information from the first clutch hydraulic pressure sensor 14 and the first clutch stroke sensor 15, and engages / releases the first clutch CL 1 according to the first clutch control command from the integrated controller 10. Is output to the first clutch hydraulic unit 6. Information on the first clutch stroke C1S is supplied to the integrated controller 10 via the CAN communication line 11.

  The AT controller 7 inputs sensor information from the accelerator opening sensor 16, the vehicle speed sensor 17, and the second clutch hydraulic pressure sensor 18, and in response to the second clutch control command from the integrated controller 10, the second clutch control in the shift control. , A command for controlling the engagement / disengagement of the second clutch CL2 is output to the second clutch hydraulic unit 8 in the AT hydraulic control valve. Information on the accelerator opening AP and the vehicle speed VSP is supplied to the integrated controller 10 via the CAN communication line 11.

  The brake controller 9 inputs sensor information from a wheel speed sensor 19 and a brake stroke sensor 20 that detect the wheel speeds of the four wheels. For example, when the brake is depressed, the required braking force is obtained from the brake stroke BS. When the regenerative braking force alone is insufficient, the regenerative cooperative brake control is performed based on the regenerative cooperative control command from the integrated controller 10 so that the shortage is supplemented by the mechanical braking force (hydraulic braking force or motor braking force).

The integrated controller 10 manages the energy consumption of the entire vehicle and has a function for running the vehicle with the highest efficiency. The integrated controller 10 detects the motor rotation speed Nm, and the second clutch output rotation speed. Information from the second clutch output rotational speed sensor 22 that detects N2out and the second clutch torque sensor 23 that detects the second clutch torque TCL2 and information obtained via the CAN communication line 11 are input. Then, operation control of the engine E is performed by a control command to the engine controller 1, operation control of the motor generator MG is performed by a control command to the motor controller 2, and a first control command to the first clutch controller 5 is performed. Engagement / release control of the clutch CL1 is performed, and engagement / release control of the second clutch CL2 is performed by a control command to the front AT controller 7.
The input / output rotational speed information of the first clutch CL1 and the second clutch CL2 is
First clutch input rotational speed = engine rotational speed Ne (engine rotational speed sensor 12)
First clutch output rotational speed = motor rotational speed Nm (motor rotational speed sensor 21)
Second clutch input rotational speed = motor rotational speed Nm (motor rotational speed sensor 21)
Second clutch output rotational speed = second clutch output rotational speed N2out (second clutch output rotational speed sensor 22)
Is obtained.

Next, the basic operation mode of the hybrid vehicle of the first embodiment will be described.
When the battery SOC is low during stoppage, the engine E is started to generate power and charge the battery 4. When the battery SOC is in the normal range, the first clutch CL1 is engaged and the engine E is stopped while the second clutch CL2 remains open.

・ When starting the engine When the engine starts, the motor generator MG is rotated according to the accelerator opening AP and the battery SOC state to switch to power running / power generation.
When the motor starts, when the output rotation of the automatic transmission AT becomes negative due to rollback, slip control of the second clutch CL2 is performed, and the rotation of the motor generator MG is maintained at the positive rotation. Next, the driving force is increased until the vehicle moves forward, and the second clutch CL2 is shifted from slip control to engagement.

・ During driving (constant speed / acceleration)
Motor running secures motor torque and battery output necessary for starting the engine, and shifts to engine running if insufficient.
In order to improve fuel efficiency, motor running and power generation and charging are performed as a set (due to restrictions on motor torque and battery output, the travelable range is limited to low loads).
The power generation additional charging is performed by adding the power generation torque to the torque required for traveling, aiming at the minimum point of engine fuel consumption (however, power generation is not performed when the battery SOC rises).
To improve the response when the accelerator is depressed, the motor generator MG assists the engine torque delay.

・ Coast deceleration when decelerating. When the engine is running (fuel cut), a deceleration force is output by the engine brake. During motor regeneration, a deceleration force equivalent to the emblem is output.
When the brake is decelerated, the deceleration force corresponding to the driver's brake operation is obtained by regenerative cooperative brake control. The vehicle speed at which regeneration is performed is the same as coast deceleration.

-During engine shifting during shifting and during shifting during motor driving, the motor generator MG is regenerated / powered to adjust the rotational speed associated with shifting during acceleration / deceleration, and smooth shifting without a torque converter is performed.

Next, the configuration of the first clutch CL1 will be described with reference to FIGS.
As shown in FIG. 2, the vehicle hybrid drive apparatus of the first embodiment includes a first clutch CL1 interposed between an engine E and a motor generator MG, and fastens the first clutch CL1. The engine E is started using a starter motor. The first clutch CL1 has a two-clutch configuration including a normally open clutch CL1o and a normally closed clutch CL1c interposed in parallel between the engine E and the motor generator MG.

  Of the normal open clutch CL1o and the normal close clutch CL1c, the transmission torque capacity of the normal open clutch CL1o is set to share the torque required for engine start, and the transmission torque capacity of the normal close clutch CL1c is the first clutch CL1. The torque capacity of the normally open clutch CL1o is subtracted from the rated torque capacity required for.

  The normal open clutch CL1o and the normal close clutch CL1c are both hydraulic multi-plate clutches (wet clutches) as shown in FIG. As shown in FIG. 3, the normal open clutch CL1o and the normal close clutch CL1c have a motor rotating member 30 connected to the rotor of the motor generator MG as a common member, and the normal open clutch CL1o at a radially inner position. The normally closed clutch CL1c is disposed at the radially outer position.

  As shown in FIG. 3, the normal open clutch CL1o has a second engine rotating member 33 fixed to an engine output shaft 31 via a first engine rotating member 32, and the second engine rotating member 33 and the motor rotating member. 30. A clutch plate 34 is interposed between the clutch plate 34, a first clutch piston 35 is disposed at one end of the clutch plate 34, and the first clutch piston 35 is biased in a release direction by a return spring 36. Has been. When no hydraulic pressure is supplied to the first piston oil chamber 39 via the first axial oil passage 37 and the first radial oil passage 38 formed in the engine output shaft 31, the clutch is disengaged (normally open). When the hydraulic pressure is supplied to the first piston oil chamber 39, the first piston oil chamber 39 is fastened by a fastening force corresponding to the hydraulic pressure level.

  As shown in FIG. 3, in the normally closed clutch CL1c, a third engine rotating member 40 is fixed to an engine output shaft 31 via a first engine rotating member 32, and the third engine rotating member 40 and the motor rotating member are fixed. The clutch plate 41 is interposed between the clutch plate 41, the second clutch piston 42 is disposed at one end of the clutch plate 41, and the second clutch piston 42 is biased in the fastening direction by the fastening spring 43. Has been. The second piston is then passed from the second shaft oil passage 45 formed in the automatic transmission input shaft 44 through the third shaft oil passage 46 and the second radial oil passage 47 formed in the engine output shaft 31. When the oil pressure is not supplied to the oil chamber 48, the clutch is engaged (normally closed), and when the oil pressure is supplied to the second piston oil chamber 48, the oil pressure overcomes the spring engaging force and is released.

  3, 49 is a damper that absorbs torque fluctuations in the rotational direction, and is interposed between the motor rotary member 30 and the transmission input rotary member 50 that is spline-fitted to the automatic transmission input shaft 44. It is disguised.

Next, the operation will be described.
[Starting engine start control process]
FIG. 4 is a flowchart showing the flow of the starting engine start control process executed by the integrated controller 10 of the first embodiment. Each step will be described below (starting engine start control means).

In step S1, it is determined whether there is an engine start request while both the normally open clutch CL1o and the normally closed clutch CL1c are stopped in the released state. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S2. The determination in S1 is repeated.
Here, the engine start request is issued at the time of high load start, for example, when starting the motor in the case of low load start, or when starting on an uphill road. Further, an engine start request may be issued by selecting a driver who expects start acceleration.

  In step S2, following the determination that there is an engine start request in step S1, slip engagement control of the normally open clutch CL1o that has been released is started, and the process proceeds to step S3.

  In step S3, following the slip engagement control of the normally open clutch CL1o in step S2, when the rotation speed of the engine E reaches the engine start rotation speed by the motor generator MG, fuel injection and ignition are executed, and the engine E is started. The process proceeds to step S4.

  In step S4, following the engine start in step S3, it is determined whether or not the engine speed Ne and the motor generator speed Nm are synchronized by slip engagement of the normal open clutch CL1o. If YES, the process proceeds to step S5. If NO, the determination in step S4 is repeated.

  In step S5, following the determination of synchronization between the engine speed Ne and the motor generator speed Nm in step S4, the normally closed clutch CL1c that has been released is engaged (no slip), and the process proceeds to step S6. At the same time as the normal close clutch CL1c is engaged, the normal open clutch CL1o is also switched from the slip engagement to the complete engagement.

  In step S6, following the engagement of the normally closed clutch CL1c in step S5, the routine proceeds to engine start using the engine E as a drive source.

[Driving mode transition control processing]
FIG. 5 is a flowchart showing a flow of a travel mode transition control process for transitioning from the motor travel mode to the engine travel mode, which is executed by the integrated controller 10 of the first embodiment. Control means).

In step S21, it is determined whether or not there is an engine running request during running in the motor running mode in which both the normally open clutch CL1o and the normally closed clutch CL1c are disengaged. If YES, the process proceeds to step S22, and NO. In this case, the determination in step S21 is repeated.
Here, the engine travel request is, for example, when the battery SOC is reduced to a specified value or less during traveling in the motor travel mode, or when the driver's required driving force is insufficient with only the motor generator MG due to the accelerator depression operation, etc. , Issued in.

  In step S22, following the determination that there is an engine travel request in step S21, the second clutch CL2 is slip-released so as to reduce the transmission torque to the drive wheels, and the process proceeds to step S23.

  In step S23, following the slip release of the second clutch CL2, the slip engagement control of the normally open clutch CL1o that has been released is started, and the process proceeds to step S24.

  In step S24, following the slip engagement control of the normally open clutch CL1o in step S23, when the rotational speed of the engine E reaches the engine starting rotational speed by the motor generator MG, fuel injection and ignition are executed, and the engine E is started. The process proceeds to step S25.

  In step S25, following the engine start in step S24, it is determined whether or not the engine speed Ne and the motor generator speed Nm are synchronized by slip engagement of the normal open clutch CL1o. If YES, the process proceeds to step S26. If NO, the determination in step S25 is repeated.

  In step S26, following the determination of synchronization between the engine speed Ne and the motor generator speed Nm in step S25, the normally closed clutch CL1c that has been released is engaged (no slip), and the process proceeds to step S27. At the same time as the normal close clutch CL1c is engaged, the normal open clutch CL1o is also switched from the slip engagement to the complete engagement.

  In step S27, following the engagement of the normally closed clutch CL1c in step S26, the second clutch CL2 in the slip open state is engaged, and the process proceeds to step S28.

  In step S28, following the engagement of the second clutch CL2 in step S27, a transition is made to an engine travel mode using the engine E as a drive source.

[First clutch operation with two-clutch configuration]
For example, a vehicle hybrid drive device as described in Japanese Patent Application Laid-Open No. 11-82260 is a one-motor hybrid system that does not have a starter motor. The first clutch on the side is engaged and the engine is started. However, since the first clutch is only one clutch, it has the following problems.

Problem 1
Normally, a wet multi-plate clutch used in an automatic transmission is excellent in heat resistance and wear resistance, but since the fastening operation is a normally open type, the engine cannot be started if an open failure occurs.

Problem 2
The rated torque capacity required for the first clutch is about twice the torque required for starting the engine (engine friction and inertia pull-up), so the clutch piston will inevitably become larger and the engagement response required when starting the engine. Large hydraulic pressure is required to achieve (several milliseconds).

Problem 3
When the engine is started during running in the motor running mode, the rotational speed of the motor generator is higher than the engine cranking speed. Therefore, when cranking, it is necessary to absorb (slip) the rotational difference with the first clutch. With a normally closed dry single-plate clutch that does not have cooling, the heat and abrasion resistance of the facing is severe.

Problem 4
As described above, the first clutch needs to be slip-engaged during cranking, and if the slip control is to be performed with a normally closed type clutch, a pressure sensor for the pressure plate is required, leading to an increase in cost.

  In contrast, in the vehicle hybrid drive device of the first embodiment, the first clutch CL1 has a two-clutch configuration including a normally open clutch CL1o and a normally closed clutch CL1c. Therefore, there are advantages listed below as compared with the case of the one-clutch configuration.

  -Since the clutch placed at the radially outer position is the normally closed clutch CL1c, even if the normally open clutch CL1o placed at the radially inner position fails to open, the normally closed clutch CL1c is fastened by the urging force of the fastening spring 43. The engine E can be started.

  -Since the normally open clutch CL1o disposed at the radially inner position is a normally open wet clutch, control during slip engagement is easy (pressure control is possible).

  ・ Normally open clutch CL1o located at the radially inner position is a wet clutch, so there are few problems of heat resistance and wear resistance even when slip fastening is performed.

  ・ Normally open clutch CL1o placed at the radially inner position is a part of the torque required for engine start, so the piston size can be optimized and the engagement response can be improved compared to the one-clutch configuration. .

  -Since the slip engagement is performed by the normally open clutch CL1o, the normally closed clutch CL1c may be engaged after the engine speed Ne and the motor generator speed Nm are synchronized (see FIGS. 4 and 5) for slip control. The required stroke sensor becomes unnecessary and the cost increase factor is reduced.

[Engine start control at start-up]
If there is an engine start request while the first clutch CL1 (normally open clutch CL1o and normally closed clutch CL1c) is stopped in the disengaged state, step S1, step S2, step S3, step S4, step S5 in the flowchart of FIG. → The flow proceeds to step S6, and the engine starts smoothly.

  That is, if it is determined that there is an engine start request (step S1), the slip engagement control of the normally open clutch CL1o that has been released is started (step S2), the motor generator MG starts the rotation of the engine E, and the engine rotation When the number reaches the engine start speed, fuel injection and ignition are executed, and the engine E is started (step S3). When the engine speed Ne and the motor generator speed Nm are synchronized by slip engagement of the normally open clutch CL1o (step S4), the normally closed clutch CL1c that has been released is engaged (step S5), and the engine E is driven. The engine starts as a source (step S6).

  Thus, of the two clutches constituting the first clutch CL1, the normal open clutch CL1o is used as an engine starting clutch, and the normal close clutch CL1c is shared as a clutch for securing a rated torque capacity. Therefore, slip engagement control at the time of engine start only needs to be performed for the normally open clutch CL1o, which is easy to control and reduces the problems of heat resistance and wear resistance, while improving the engagement response and improving the engine response. Can be obtained. Further, since the normally closed clutch CL1c only performs an ON / OFF operation, it is not necessary to consider slip controllability, heat resistance, and the like. In addition, the normally closed clutch CL1c removes the hydraulic pressure to obtain the engaged state. Therefore, when the engine continues running after starting the engine, it is only necessary to supply the hydraulic pressure to the other normal open clutch CL1o, and it is necessary to keep applying a high hydraulic pressure. Compared to the one-clutch structure, fuel efficiency is improved.

[Driving mode transition control action]
If there is an engine travel request during travel in the motor travel mode when the first clutch CL1 (normally open clutch CL1o and normal close clutch CL1c) is disengaged, step S21 → step S22 → step S23 → step in the flowchart of FIG. The flow proceeds from S24, step S25, step S26, step S27, and step S28, and the engine mode is smoothly shifted to.

  That is, when it is determined that there is an engine travel request during travel in the motor travel mode (step S21), the second clutch CL2 is slip-released so as to reduce the transmission torque to the drive wheels (step S22), and thereafter Then, the slip engagement control of the normally open clutch CL1o that has been released is started (step S23), the engine generator MG starts to rotate, and when the engine speed reaches the engine start speed, fuel injection and ignition are performed. This is executed to start the engine E (step S24). When the engine speed Ne and the motor generator speed Nm are synchronized by slip engagement of the normally open clutch CL1o (step S25), the normally closed clutch CL1c that has been released is engaged (step S26), The second clutch CL2 that has been set is engaged (step S27), and the mode is shifted to an engine travel mode using the engine E as a drive source (step S28).

  Therefore, when the engine is started while the motor is running, in addition to the effect of the start-up engine start control, it is possible to achieve mode transition from the smooth motor running mode to the engine running mode with suppressed shock. In other words, when the engine is started due to the engagement of the first clutch CL1, a large torque fluctuation occurs due to the inertia and friction of the engine E. This torque fluctuation is from before the slip engagement of the normal open clutch CL1o until the delivery to the engine running mode is completed. By keeping the second clutch CL2 in the slip open state during this period, it is possible to reduce the transmission of shocking fluctuation torque to the left and right rear wheels RL, RR via the automatic transmission AT.

Next, the effect will be described.
In the hybrid drive device for a vehicle according to the first embodiment, the following effects can be obtained.

  (1) A hybrid drive device for a vehicle, wherein a first clutch CL1 is interposed between the engine E and the motor generator MG, the first clutch CL1 is engaged, and the engine E is started using the motor generator MG as a starter motor. The first clutch CL1 has a normally open clutch CL1o and a normally closed clutch CL1c that are interposed in parallel between the engine E and the motor generator MG. Therefore, even if the first clutch CL1 fails, the motor The engine start by the generator MG can be ensured, and a fastening response required at the time of engine start can be ensured without requiring large clutch operating energy.

  (2) The first clutch CL1 has a two-clutch configuration including a normal open clutch CL1o and a normal close clutch CL1c, and the transmission torque capacity of the normal open clutch CL1o is set to share the torque required for engine start, Since the transmission torque capacity of the normally closed clutch CL1c is set to a value obtained by subtracting the torque capacity of the normally open clutch CL1o from the rated torque capacity required for the first clutch CL1, the normally closed clutch CL1c has an ON / OFF clutch function. It is possible to improve the engagement response of the normally open clutch CL1o that performs slip engagement control at the time of engine start, while reducing the cost increase factor.

  (3) Since the normal open clutch CL1o and the normal close clutch CL1c are both hydraulic multi-plate clutches, slip fastening control can be easily performed, and heat resistance and wear resistance can also be obtained. .

  (4) The normally open clutch CL1o and the normally closed clutch CL1c have a motor rotating member 30 connected to the rotor of the motor generator MG as a common member, and the normal open clutch CL1o is disposed at a radially inner position, and the radially outer side. Since the normally closed clutch CL1c is arranged at the position, a useless space in the axial direction is eliminated between the normally open clutch CL1o and the normally closed clutch CL1c, and the two clutches can be arranged in a compact layout with reduced axial dimensions. In addition, when the transmission torque capacity sharing is normally open clutch CL1o <normally closed clutch CL1c, by disposing the normally open clutch CL1o at the radially inner position and the normally closed clutch CL1c at the outer position, The transmission torque capacity difference can be set while maintaining the same number of clutch plates.

  (5) When an engine start request is issued while both the normally open clutch and the normally closed clutch are stopped in an open state, slip engagement control of the normally open clutch is started, and the engine is operated using the motor generator as a starter motor. When starting, and when the engine speed and the motor generator speed are synchronized by engagement of the normally open clutch, the engine start control means (FIG. 4) at start is provided to engage the normal close clutch and shift to engine start. High engine start responsiveness is achieved while obtaining controllability, heat resistance, and wear resistance by sharing the functions of the open clutch CL1o as the engine start clutch and the normally closed clutch CL1c as the clutch that secures the rated torque capacity. can do.

  (6) When a second clutch CL2 is interposed between the motor generator and the drive wheels, and an engine travel request is issued in the motor travel mode with both the normal open clutch CL1o and the normal close clutch CL1c being open. The second clutch CL2 that is engaged is slip-released to reduce the transmission torque to the drive wheels, the slip engagement control of the normally open clutch CL1o is started, and the engine E is started using the motor generator MG as a starter motor. When the normal open clutch CL1o is engaged and the engine speed Ne and the motor generator speed Nm are synchronized, the travel mode in which the normal close clutch CL1c is engaged and the second clutch CL2 is engaged and the engine travel mode is entered. Equipped with transition control means (Fig. 5), controllability, heat resistance, wear resistance While obtaining sex, it is possible to achieve high engine starting response, it is possible to achieve a smooth mode transition with less shock from the motor drive mode to the engine drive mode.

  The second embodiment is an example in which the basic configuration is the same as that of the first embodiment, but the wet normal open clutch is disposed behind the motor generator and the dry normal close clutch is disposed in front of the motor generator.

  First, the configuration of the first clutch CL1 in the second embodiment will be described with reference to FIGS. Of the normal open clutch CL1o and the normal close clutch CL1c, the normal close clutch CL1c is a dry clutch. As shown in FIGS. 6 and 7, the normal open clutch CL1o and the normal close clutch CL1c have a motor rotating member 30 connected to the rotor of the motor generator MG as a common member, and a rear position of the motor generator MG. Is arranged with a normally open clutch CL1o, and a normally closed clutch CL1c is arranged at the front position of the motor generator MG.

  As shown in FIG. 7, the normally open clutch CL <b> 1 o has a clutch plate 51 interposed between a first engine rotating member 32 fixed to the engine output shaft 31 and the motor rotating member 30. A clutch piston 52 is disposed at one end of the clutch, and the clutch piston 52 is urged in a release direction by a return spring 53. When the hydraulic pressure is not supplied to the piston oil chamber 54, the clutch is disengaged (normally open), and when the hydraulic pressure is supplied to the piston oil chamber 54, the piston oil chamber 54 is fastened by a fastening force corresponding to the hydraulic pressure level.

As shown in FIG. 7, the normally closed clutch CL1c includes a flywheel 55 fixed to the engine output shaft 31, a clutch cover 56 fixed to the flywheel 55, and a pivot ring 57 on the clutch cover 56. Supported by the diaphragm spring 58, the pressure plate 59 with which the outer periphery of the diaphragm spring 58 contacts, and the pressure plate 59 and the flywheel 55. The motor rotating member 30 is spline-fitted. A clutch disc 60, a release bearing 61 in contact with the inner peripheral portion of the diaphragm spring 58, and a release slider 62 provided with the release bearing 61 and slidable by a release fork (not shown). Has been. When the release bearing 61 is placed at the position shown in FIG. 7, the clutch disk 60 is pressed against the flywheel 55 by the pressure plate 59 by the urging force of the diaphragm spring 58 (normally closed). 7 is slid in the left direction from the position shown in FIG. 7, the diaphragm spring 58 is separated from the pressure plate 59 and the clutch is released.
The overall hybrid system is the same as that of FIG. 1 of the first embodiment, and illustration and description thereof are omitted.

  The first clutch operation, the start-time engine start control operation, and the travel mode transition control operation in the second clutch configuration in the second embodiment are performed only by changing the normal close clutch CL1c from the wet clutch of the first embodiment to the dry clutch. There is no difference from Example 1, and the description is omitted.

Next, the effect will be described.
In the vehicle hybrid drive device of the second embodiment, in addition to the effects (1) to (6) of the first embodiment, the following effects can be obtained.

  (7) Among the normally open clutch CL1o and the normally closed clutch CL1c, the normally closed clutch CL1c is a dry clutch, so that the dry clutch conventionally used in a manual transmission can be diverted, and the cost can be reduced. .

  (8) The normally open clutch CL1o and the normally closed clutch CL1c have a motor rotating member 30 connected to the rotor of the motor generator MG as a common member, and the normally open clutch CL1o is disposed at a rear position of the motor generator MG. Since the normally closed clutch CL1c is arranged at the front position of the motor generator MG, the layout of the conventional engine and manual transmission can be adopted as it is, and the drive layout can be reduced while suppressing the increase in radial dimension.

  As mentioned above, although the hybrid drive device for vehicles of the present invention has been described based on the first embodiment and the second embodiment, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  In the first and second embodiments, the first clutch CL1 is a two-clutch configuration including a normally open clutch CL1o and a normally closed clutch CL1c, and the normal open clutch CL1o is shared as an engine starting clutch and is a wet clutch. In short, if the first clutch has a normally open clutch and a normally closed clutch interposed in parallel between the engine and the motor generator, the number of clutches and the clutch type are the same as those in the first embodiment. It is not limited to two.

  In the first and second embodiments, the application example to the hybrid drive device for a vehicle having the layout of the engine, the first clutch, the motor generator, and the transmission is shown. However, the engine and the motor generator are connected to the driving force combining transmission. The present invention can also be applied to a parallel hybrid drive device in which a first clutch is interposed between the engine and the driving force synthesizing transmission and the motor generator is used as a starter motor to start the engine. In short, a vehicle in which a first clutch is interposed directly between an engine and a motor generator or indirectly via a transmission gear mechanism and the like, the first clutch is engaged, and the motor generator is used as a starter motor to start the engine. Any hybrid drive device can be applied.

1 is an overall system diagram showing a rear-wheel drive hybrid vehicle to which a hybrid drive device according to a first embodiment is applied. 1 is a skeleton diagram showing a hybrid drive device of Embodiment 1. FIG. FIG. 3 is a cross-sectional view of a portion A in FIG. 2 illustrating a first clutch of the hybrid drive device according to the first embodiment. 3 is a flowchart showing a start-up engine start control process executed by the integrated controller of the first embodiment. 6 is a flowchart illustrating a flow of mode transition control processing executed by the integrated controller according to the first embodiment. It is a skeleton figure which shows the hybrid drive device of Example 2. FIG. FIG. 7 is a cross-sectional view of part B of FIG. 6 illustrating a first clutch of the hybrid drive device of the second embodiment.

Explanation of symbols

E engine
MG motor generator
CL1 1st clutch
CL1o Normally open clutch
CL1c Normally closed clutch
CL2 2nd clutch
AT automatic transmission
PS propeller shaft
DF differential
DSL left drive shaft
DSR right drive shaft
RL Left rear wheel (drive wheel)
RR Right rear wheel (drive wheel)
DESCRIPTION OF SYMBOLS 1 Engine controller 2 Motor controller 3 Inverter 4 Battery 5 1st clutch controller 6 1st clutch hydraulic unit 7 AT controller 8 2nd clutch hydraulic unit 9 Brake controller 10 Integrated controller 30 Motor rotation member

Claims (8)

In a vehicle hybrid drive device that includes a first clutch interposed between an engine and a motor generator, fastens the first clutch, and starts the engine using the motor generator as a starter motor.
The hybrid drive device for a vehicle according to claim 1, wherein the first clutch includes a normal open clutch and a normal close clutch interposed in parallel between the engine and the motor generator. The vehicle hybrid drive device according to claim 1,
The first clutch has a two-clutch configuration of a normally open clutch and a normally closed clutch,
The transmission torque capacity of the normally open clutch is set to share the torque required for starting the engine, and the transmission torque capacity of the normally closed clutch is calculated from the rated torque capacity required for the first clutch. A hybrid drive device for a vehicle characterized in that it is set to a value obtained by subtracting the capacity. The hybrid drive device for a vehicle according to claim 1 or 2,
A hybrid drive device for a vehicle, wherein at least the normal open clutch of the normal open clutch and the normal close clutch is a wet clutch. In the hybrid drive device for vehicles according to claim 2 or 3,
The normal open clutch and the normal close clutch have a motor rotating member coupled to the motor generator as a common member, a normal open clutch is disposed at a radially inner position, and a normal close clutch is disposed at a radially outer position. A vehicular hybrid drive device. The vehicle hybrid drive device according to any one of claims 1 to 4,
When an engine start request is issued while both the normally open clutch and the normally closed clutch are stopped in an open state, the slip engagement control of the normally open clutch is started, and the engine is started using the motor generator as a starter motor, A hybrid drive for a vehicle comprising: a start engine start control means for engaging the normal close clutch and shifting to engine start when the engine speed and the motor generator speed are synchronized by engagement of the normally open clutch apparatus. In the hybrid drive device for vehicles described in any 1 paragraph of Claims 1 thru / or 5,
A second clutch is interposed between the motor generator and the drive wheel;
When the engine running request is issued in the motor running mode in which both the normally open clutch and the normally closed clutch are in the opened state, the second clutch that is fastened is slip opened to reduce the transmission torque to the drive wheels, The normal open clutch slip engagement control is started, the engine is started using the motor generator as a starter motor, and when the engine speed and the motor generator rotation speed are synchronized by the engagement of the normal open clutch, the normal close clutch is engaged. In addition, the vehicle hybrid drive device is provided with travel mode transition control means for engaging the second clutch and shifting to the engine travel mode. The hybrid drive device for a vehicle according to claim 1 or 2,
Of the normally open clutch and the normally closed clutch, the normally closed clutch is a dry clutch. In the vehicle hybrid drive device according to claim 7,
The normal open clutch and the normal close clutch have a motor rotating member coupled to the motor generator as a common member, a normal open clutch is disposed at a rear position of the motor generator, and a normal close clutch is disposed at a front position of the motor generator. A hybrid drive device for a vehicle characterized by comprising:

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