JP2009045993A - Vehicular control device and vehicular power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular control device and a vehicular power transmission device, for increasing a vehicle speed range when starting an internal combustion engine by use of an electric motor disposed between two shift stage groups. <P>SOLUTION: An automatic transmission 100 has a first input friction element 8, a second input friction element 9, and the electric motor 40. When a vehicle is driven by only power of the electric motor 40, this control device 120 selects the first input friction element 8 or the second input friction element 9, transmits part of the power of the electric motor 40 to an output shaft of the internal combustion engine 1 by frictional force of the selected input friction element, increases a rotational speed of the output shaft of the internal combustion engine 1, to be started. In a heavy electric system failure, two gears are engaged and both the input friction elements are engaged for running possible. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device and a vehicle power transmission device, and more particularly to a vehicle control device and a vehicle power transmission device that are suitable for starting an internal combustion engine using an electric motor disposed between two gear groups. About.

  Conventionally, there has been known a transmission in which an electric motor is disposed between two shift speed groups and a speed is changed using the electric motor (see, for example, Patent Document 1 and Patent Document 2). In Patent Document 1, it is further known to start an internal combustion engine using the driving force of an electric motor. In Patent Document 1, as described in paragraphs <0020>, <0021>, and <0022>, in addition to starting an internal combustion engine driven by an electric motor after starting with the electric motor, the paragraph The number <0046> discloses that the internal combustion engine is started by releasing and engaging the friction clutch described in Patent Document 2.

JP-A-2005-155508 JP 2003-113934 A

  Here, in order to start the internal combustion engines, there is a lower limit rotational speed at which each internal combustion engine can be started. Therefore, in a hybrid vehicle equipped with a transmission having an input clutch as described in FIG. 3 and FIG. 12 of Patent Document 1, the power of the motor is applied to the input clutch during traveling only with the power of the motor (EV traveling). In order to start the internal combustion engine by transmitting the friction force to the output shaft of the internal combustion engine, the transmission side speed of the input clutch, that is, the rotational speed when starting the transmission input shaft is equal to or higher than the lower limit rotational speed at which the internal combustion engine can be started. There is a need to. Further, after the power of the motor is transmitted by the friction force of the input clutch and the internal combustion engine is started, the input clutch is completely engaged and at least the travel using the power of the internal combustion engine (HEV travel) is quickly changed. Since the rotation speed immediately after starting the internal combustion engine and the rotation speed when starting the transmission input shaft should be as close as possible, the upper limit rotation speed of the transmission input shaft when starting the internal combustion engine is approximately determined. .

  Thus, the rotational speed range of the transmission input shaft desirable for starting the internal combustion engine is determined, and the internal combustion engine is determined by the rotational speed range of the transmission input shaft, the speed ratio during EV travel, the final reduction ratio, and the dynamic radius of the drive wheels. The vehicle speed range desirable for starting the vehicle is uniquely determined, and the vehicle speed range is narrow.

  An object of the present invention is to provide a vehicle control device and a vehicle power transmission device capable of expanding a vehicle speed range when an internal combustion engine is started using an electric motor disposed between two gear group.

(1) In order to achieve the above object, the present invention provides an internal combustion engine, a first gear group provided between a first intermediate shaft and an output shaft, and a second intermediate shaft and an output shaft. A second shift stage group, a first input friction element provided between the first intermediate shaft and the output shaft of the internal combustion engine, and provided between the second intermediate shaft and the output shaft of the internal combustion engine. And an automatic transmission having a second input friction element and an electric motor for applying a torque relatively between the first intermediate shaft and the second intermediate shaft. A control device for a vehicle having control means for controlling the first input friction element, the second input friction element, and the electric motor of the automatic transmission,
The control means selects the first input friction element or the second input friction element when traveling only with the power of the motor, and the power of the motor is determined by the friction force of the selected input friction element. Is transmitted to the output shaft of the internal combustion engine, and the rotational speed of the output shaft of the internal combustion engine is increased to start.
With this configuration, it is possible to expand the vehicle speed range when starting the internal combustion engine using the electric motor disposed between the two shift speed groups.

  (2) In the above (1), preferably, the control means selects the first input friction element or the second input friction element according to the state of the vehicle or the driver's intention. is there.

  (3) In the above (1), preferably, the control means selects the first input friction element or the second input friction element after starting the internal combustion engine, and engages the selected input friction element. In addition, the vehicle is shifted to HEV traveling that uses at least the power of the internal combustion engine and the power of the electric motor.

  (4) In the above (1), preferably, the control means opens the input friction element used for starting after the internal combustion engine is started, and continues running only by the power of the electric motor. is there.

(5) In the above (1), preferably, the control means engages one of the first gear group and one of the second gear group when the power of the electric motor cannot be obtained. Further, the power of the internal combustion engine is transmitted to the drive wheels by the frictional force of the first input friction element and the second input friction element of the previous period, and the vehicle travels.
With this configuration, even when a strong electric system (for example, an electric motor, an inverter, a battery, a power supply line, etc.) fails, the power of the internal combustion engine is transmitted to the wheels by the frictional force of the first input friction element and the second input friction element. Is possible.

(6) Moreover, in order to achieve the said objective, this invention is an internal combustion engine, the 1st gear stage group provided between the 1st intermediate shaft and the output shaft, and between a 2nd intermediate shaft and an output shaft. A second shift stage group provided in the first intermediate shaft, a first input friction element provided between the first intermediate shaft and the output shaft of the internal combustion engine, and between the second intermediate shaft and the output shaft of the internal combustion engine. Used for driving a vehicle having a second input friction element provided on the automatic transmission, and an automatic transmission having an electric motor that applies a torque relatively between the first intermediate shaft and the second intermediate shaft. The motor, an actuator used to drive engagement / release of the first input friction element, and an engagement / release drive of the second input friction element, and the first of the automatic transmission. Control means for controlling one input friction element, the second input friction element, and the motor The power transmission device for a vehicle, wherein the control means selects the first input friction element or the second input friction element when the vehicle is running only by the power of the electric motor, and inputs the selected one A part of the power of the electric motor is transmitted to the output shaft of the internal combustion engine by the frictional force of the friction element, and the rotational speed of the output shaft of the internal combustion engine is increased to start.
With this configuration, it is possible to expand the vehicle speed range when starting the internal combustion engine using the electric motor disposed between the two shift speed groups.

  According to the present invention, it is possible to expand the vehicle speed range when starting the internal combustion engine using the electric motor arranged between the two shift speed groups.

Hereinafter, the configuration and operation of a vehicle control device and a vehicle power transmission device according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of a vehicle equipped with a transmission used in this embodiment will be described with reference to FIG.
FIG. 1 is a block diagram showing a configuration of a vehicle equipped with a transmission used in an embodiment of the present invention.

  A transmission 100 is connected to the engine 1 of the vehicle 150, and its output drives a drive wheel 162 via a final reduction gear 160 and a drive wheel drive shaft 161. The internal combustion engine 1 is, for example, a known gasoline engine or diesel engine, and is not particularly limited.

  An electric motor 40 is built in the transmission 100. An inverter 110 and a power storage device 111 are connected to the electric motor 40. The electric motor 40 is, for example, a known induction motor or synchronous motor, and is capable of a power running operation that uses the electric power of the power storage device 111 and a regenerative operation that stores the electric power in the power storage device 111. Control device 120 controls inverter 110 and transmission 100. Reference numeral 163 denotes a non-drive wheel.

Next, a first configuration of the transmission used in the present embodiment will be described with reference to FIG.
FIG. 2 is a skeleton diagram showing a first configuration of the transmission used in the embodiment of the present invention.

  The transmission in this example is based on a twin clutch transmission 100, in which an electric motor 40 is coupled between two input shafts via a gear.

  The twin clutch transmission 100 has an input shaft 3, a first coupling shaft 4, a second coupling shaft 5, a first intermediate shaft 6, a second intermediate shaft 7 and an output shaft 17 connected to the output shaft 2 of the internal combustion engine 1. is doing. The output shaft 2 and the input shaft 3 of the internal combustion engine 1 are connected by a spline bearing (not shown) or the like. The input shaft 3 is coupled to the first coupling shaft 4 and the second coupling shaft 5 by gears.

  The twin clutch transmission 100 engages / disengages the first input clutch 8 that engages / releases the first intermediate shaft 6 and the first coupling shaft 3, and the second intermediate shaft 7 and the second coupling shaft 4. The second input clutch 9 is opened. The first intermediate shaft 6 is provided with an odd gear stage 1-speed drive gear 10, an odd gear stage 3-speed drive gear 11, and an odd gear stage 5-speed drive gear 12. The second intermediate shaft 7 is provided with an even gear stage 2nd speed drive gear 13 and an even gear stage 4th speed drive gear 14. The output shaft 17 includes an odd gear stage 1-speed driven gear 18, an odd gear stage 3-speed driven gear 19, an odd gear stage 5-speed driven gear 20, an even gear stage 2-speed driven gear 21, and an even gear stage 4. A high speed driven gear 22 is provided. The second intermediate shaft 7 is provided with a reverse drive gear 15, and the reverse idle gear 16 is driven by the reverse drive gear 15. A reverse driven gear 23 is provided on the output shaft 17.

  The transmission clutches 30, 31, and 32 engage / release the first intermediate shaft 6 and the odd-numbered gear stage drive gears 10, 11, and 12. The transmission clutches 33, 34, and 35 engage / release the second intermediate shaft 7, the even-numbered gear stage drive gear, and the reverse drive gears 13, 14, and 15. The first input clutch 8 is operated by a first input clutch actuator 61, and the second input clutch 9 is operated by a second input clutch actuator 62. The transmission clutches 30,..., 36 are operated by transmission actuators 63, 64, 65, 66.

  Here, the first input clutch 8 and the second input clutch 9 are friction clutches. Each of the shift clutches 30,..., 36 is, for example, a dog clutch.

  Drive gear 10 and driven gear 18 are first speed, drive gear 13 and driven gear 21 are second speed, drive gear 11 and driven gear 19 are third speed, drive gear 14 and driven gear 22 are fourth speed, drive gear 12 and driven gear are 20 is the fifth speed.

  In the electric motor 40, the stator and the rotor are coupled to the first intermediate shaft 6 and the second intermediate shaft 7 by bevel gears 70 and 71, respectively. The reduction ratio of the bevel gear is, for example, a reduction ratio of 1.0.

  The output of the internal combustion engine 1 is input to the first input clutch 8 and the second input clutch 9 through the input shaft 3, the first coupling shaft 4 and the second coupling shaft 5. Further, the driving force of the electric motor 40 can be input to the internal combustion engine 1 via the first input clutch 8 or the second input clutch 9.

  The first input clutch actuator 61, the second input clutch actuator 62, the shift actuators 63,... 66 are controlled by the controller 120.

In traveling with only the power of the electric motor 40 (EV traveling), both the input clutches 8 and 9 are opened, the internal combustion engine 1 is disconnected from the transmission 100, and one even gear stage and one odd gear stage are engaged. Is possible. For example, when the first input clutch 8 and the second input clutch 9 are released, the shift clutch 32 is engaged and the fifth speed is selected, and the shift clutch 33 is engaged and the second speed is selected, the first intermediate shaft 6 The torque T1, the torque T2 at the second intermediate shaft 7 and the output shaft torque To are as shown in equations (1) to (3). Here, it is assumed that the torque of the electric motor 40 is Tm, and the gear ratio from the first speed to the fifth speed is G1 to G5.

T1 = Tm × G5 (1)

T2 = Tm × G2 (2)

To = T2-T1
= Tm × (G2-G5) (3)

That is, the output shaft torque during EV traveling is amplified by the difference (G2-G5) in the selected gear ratio, as can be understood from the equation (3).

  When the first input clutch 8 or the second input clutch 9 is half-engaged during EV traveling by the electric motor 40, a part of the power of the electric motor 40 passes through the first coupling shaft 4 or the second coupling shaft 5 and the input shaft 3. Is transmitted to the output shaft 2 of the internal combustion engine 1, and the rotational speed of the internal combustion engine 1 is increased. As a result, the internal combustion engine 1 is started. There is a minimum value N1 of the minimum required rotational speed for starting the internal combustion engine 1, for example, about 500 rpm is necessary. Further, if the internal combustion engine becomes faster than the rotational speed at which the internal combustion engine can be stably operated after the start, the internal combustion engine 1 and the transmission 100 are quickly completely engaged and travel using the power of the internal combustion engine 1 and the electric motor 40 together (HEV travel). ) The rotational speed N2 of the internal combustion engine 1 that can make a rapid transition is, for example, about 1500 rpm. In other words, since the internal combustion engine 1 fully engages the first input clutch 8 or the second input clutch 9 between 500 and 1500 rpm, the input suitable for starting the internal combustion engine 1 with the gear ratio of the selected gear stage at that time. The ranges of the shaft speed and the vehicle speed are determined.

Here, the vehicle speed range suitable for starting by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is an explanatory diagram of a vehicle speed range suitable for starting by the vehicle control device according to the embodiment of the present invention.

  For example, when EV traveling with 5th speed and 2nd speed engaged is as follows.

Here, the gear ratio Gin between the input shaft 3 and the first coupling shaft 4 and the second coupling shaft 5 is 1.0, the second speed transmission ratio G2 is 2.0, the fifth speed transmission ratio G5 is 1.0, and the final deceleration. Assuming that the ratio Gf = 4.0 and the driving wheel radius = 0.3 m, when starting with the first input clutch 8 on the high speed stage side, the vehicle speed lower limit value VHL and the vehicle speed upper limit value VHH are expressed by the equations (4) and (4). (5)

VHL = Ne ÷ Gin ÷ G5 ÷ Gf × drive wheel outer periphery
= 500 ÷ 1.0 ÷ 1.0 ÷ 4.0 ÷ (2 × π × 0.3) × (60/1000)
= 14.1 (km · h) (4)

VHH = Ne ÷ Gin ÷ G5 ÷ Gf × drive wheel outer periphery
= 1500 ÷ 1.0 ÷ 1.0 ÷ 4.0 ÷ (2 × π × 0.3) × (60/1000)
= 42.4 (km · h) (5)

Further, when starting with the second input clutch 9 on the low speed stage side, the vehicle speed lower limit value VLL and the vehicle speed upper limit value VLH are expressed by equations (6) and (7).

VLL = Ne ÷ Gin ÷ G5 ÷ Gf × drive wheel outer periphery
= 500 ÷ 1.0 ÷ 2.0 ÷ 4.0 ÷ (2 × π × 0.3) × (60/1000)
= 7.1 (km · h) (6)

VLH = Ne ÷ Gin ÷ G5 ÷ Gf × drive wheel outer periphery
= 1500 ÷ 1.0 ÷ 2.0 ÷ 4.0 ÷ (2 × π × 0.3) × (60/1000)
= 21.2 (km · h) (7)

As a result, the vehicle speed range suitable for starting the internal combustion engine 1 with the first input clutch 8 on the high speed stage side is 14.1 [km / h] to 42.4 [km / h], and the second speed range on the second input clutch 8. The vehicle speed range suitable for starting the internal combustion engine 1 with the input clutch 9 is 7.1 [km / h] to 21.1 [km / h].

  As described above, the fifth speed and the second speed are selected, and the odd-numbered first intermediate shaft 6 is the high-speed-stage-side intermediate shaft, and the even-number-stage-side second intermediate shaft 7 is the low-speed-stage-side intermediate shaft. The input shaft speed and the vehicle speed range suitable for starting one shaft are as shown in FIG. That is, if the two clutches are properly used depending on conditions, the vehicle speed range from the start of the internal combustion engine 1 to the complete engagement of the input clutch is VLL = 7.1 [km / h] to VHH = 42.4 [km / h]. It becomes possible to expand.

  Further, the EV clutch can be continued by releasing the input clutch after the internal combustion engine 1 is started.

Next, the contents of control by the vehicle control device according to the present embodiment will be described with reference to FIGS. The following control contents are executed by the control device 120.
FIG. 4 is a flowchart showing the contents of control by the vehicle control apparatus according to the embodiment of the present invention.

  Here, it is assumed that EV traveling is performed as a premise. As described above, for example, when traveling at the fifth speed and the second speed, the fifth speed of the odd gear stage is the high speed stage, and the second speed of the even gear stage is the low speed stage. Further, for example, when traveling at the first speed and the fourth speed, the first speed of the odd gear stage is the low speed stage and the fourth speed of the even gear stage is the high speed stage.

  First, in step 201, the control device 120 determines whether or not there is a request for starting the internal combustion engine. If there is no start request, the process proceeds to step 224 and continues EV travel. If there is a start request, the routine proceeds to step 202.

  If there is a start request, in step 202, control device 120 determines whether the current battery SOC (State Of Charge) is low or high. If it is low, the process proceeds to step 203, and if it is high, the process proceeds to step 213.

If the SOC is low, in step 203, control device 120 determines whether or not equation (8) is satisfied.

N_low × Gin ≧ Nth_low (8)

Here, N_low is the low speed stage input shaft rotational speed, Gin is the gear ratio between the input shaft and the input shaft, and Nth_low is the lower limit rotational speed at which the internal combustion engine can be started.

  In Expression (8), it is determined whether or not a value obtained by multiplying the rotational speed of the low-speed stage side input shaft by the gear ratio between the input shaft and the input shaft is equal to or greater than the lower limit value for starting the internal combustion engine. If it is greater than or equal to the startable lower limit value, the process proceeds to step 204, and if it is less than the lower limit value that can be started, the process proceeds to step 224 to continue the EV running.

  In the case where the startable lower limit value is exceeded, in step 204, the control device 120 has decided in step 202 and step 203 to start the internal combustion engine 1 with the low speed stage input clutch. To step 205.

  Next, in step 205, the control device 120 increases the torque of the electric motor 40 so that the change in the longitudinal acceleration of the vehicle body is reduced when the internal combustion engine 1 is started. When the torque does not increase, the vehicle body decelerates and gives the occupant a sense of incongruity, but step 205 may be omitted if this discomfort is allowed.

  In step 206, the control device 120 determines whether or not the internal combustion engine 1 has been started. If the start is not completed, step 203 to step 205 are executed again. When the start is completed, the process proceeds to step 207.

  Thus, when the state of charge (SOC) of the power storage device is high, the internal combustion engine can be started at a vehicle speed as low as possible to shift to HEV running.

On the other hand, after it is determined in step 202 that the SOC is high, in step 213, control device 120 determines whether or not equation (9) is satisfied.

Nhigh × Gin ≧ Nth_low (9)

Here, Nhigh is the high speed side input shaft rotational speed, Gin is the gear ratio between the input shaft and the input shaft, and Nth_low is the lower limit rotational speed at which the internal combustion engine can be started.

  In equation (9), it is determined whether or not a value obtained by multiplying the rotational speed of the high-speed stage side input shaft by the gear ratio between the input shaft and the input shaft is equal to or greater than the lower limit value for starting the internal combustion engine. If it is greater than or equal to the startable lower limit value, the process proceeds to step 214, and if it is less than the lower limit value that can be started, the process proceeds to step 224 and continues running by the motor.

  If it is equal to or greater than the startable lower limit value, in step 214, control device 120 has decided to start internal combustion engine 1 with the high speed stage input clutch in steps 202 and 213, so that the high speed stage input clutch is half-engaged. Keep the state and proceed to step 215.

  Next, at step 215, the control device 120 increases the torque of the electric motor 40 so that the change in the longitudinal acceleration of the vehicle body is reduced when the internal combustion engine 1 is started. When the torque does not increase, the vehicle body decelerates and gives the passenger a sense of discomfort. However, if this discomfort is allowed, step 215 may be omitted.

  In step 216, the control device 120 determines whether or not the internal combustion engine 1 has been started. If No, step 213 to step 215 are re-executed. If yes, go to step 217.

  Thus, when the energy (SOC) of the power storage device is sufficient, EV traveling can be performed as fast as possible to suppress fuel consumption of the internal combustion engine.

  As described above, according to the SOC, the vehicle speed range can be expanded by starting at the low speed stage when the SOC is low and starting at the high speed stage when the SOC is high. In the above, the gear used for starting is switched from the low gear to the high gear depending on the SOC, that is, the state of the vehicle, but the gear used for starting is changed from the low gear to the high gear depending on the driver's intention. It is also possible to switch to a stage. That is, the vehicle speed range can be expanded by starting at the low speed stage when the driver requests a rapid acceleration, and starting at the high speed stage when there is no rapid acceleration request. Whether or not there is a sudden acceleration request can be determined to be that there is a sudden acceleration request, for example, when the time change in the accelerator pedal opening is larger than a predetermined value, and it can be determined that there is no sudden acceleration request if it is smaller than a predetermined value.

  The control after the start will be described again from step 207 onward in FIG.

  In step 207, the control device 120 reduces the torque of the electric motor 40 increased in step 205. If step 205 is not present, step 207 is also eliminated.

  Next, in step 208, control device 120 determines whether or not there is an EV travel continuation request. If there is no EV travel continuation request, the routine proceeds to step 225, where the EV travel is continued after the low speed stage side input clutch is released. If there is an EV travel continuation request, the process proceeds to step 209.

  If there is an EV travel continuation request, the control device 120 determines in step 209 whether there is a rapid acceleration request by the driver after the internal combustion engine 1 is started. If there is a sudden acceleration request, the process proceeds to step 210. If there is no sudden acceleration request, the process proceeds to step 221.

  If there is a sudden acceleration request, in step 210, the control device 120 releases the low speed stage input clutch, in step 211, fully engages the high speed stage input clutch, and transitions to HEV running in step 212.

Here, the case where HEV traveling is performed on the low speed stage side by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 5 is an explanatory diagram when HEV traveling is performed on the low speed stage side by the vehicle control device according to the embodiment of the present invention.

  As shown in FIG. 5, when the acceleration during EV traveling is high, the rotational speed of the second intermediate shaft 7 on the low speed stage side is higher than the upper limit value while starting the internal combustion engine 1 with the second input clutch 9 on the low speed stage side. May be higher. For example, as determined in step 209 of FIG. 4, there is a case where there is a sudden acceleration request.

  In this case, if the second input clutch 9 on the low speed stage side is completely engaged and an attempt is made to shift to HEV running, the state in which the rotational speed difference between the internal combustion engine side and the input shaft side of the second input clutch 9 is long continues for a long time. As a result, problems such as excessive frictional heat generation and excessive clutch wear occur. In this case, after starting the internal combustion engine 1 with the second input clutch 9 on the low speed stage side, the second input clutch 9 is released, the first clutch 8 on the high speed stage side is completely engaged, and transition to HEV traveling may be performed. it can.

  Again, the control after starting will be described from step 217 onward in FIG.

  In step 217, the control device 120 reduces the torque of the electric motor 40 increased in step 215. If step 215 is not present, step 217 is also eliminated.

  In step 218, control device 120 determines whether or not there is an EV travel continuation request. If there is an EV travel continuation request, the routine proceeds to step 226, where the EV travel is continued after the high speed stage side input clutch is released. If there is no EV travel continuation request, the process proceeds to step 219.

  If there is an EV travel continuation request, the control device 120 determines in step 219 whether there is a deceleration request from the driver after the internal combustion engine 1 is started. When there is no deceleration request, the process proceeds to step 211, and when there is a deceleration request, the process proceeds to step 220.

  When there is a deceleration request, in step 220, the control device 120 releases the high speed stage input clutch, and in step 221, fully engages the low speed stage input clutch.

Here, the case where HEV traveling is performed on the high speed stage side by the vehicle control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 6 is an explanatory diagram when HEV traveling is performed on the high speed side by the vehicle control device according to the embodiment of the present invention.

  As shown in FIG. 6, when the internal combustion engine 1 is decelerated during startup by the first input clutch 8 on the high speed stage side, the rotational speed of the first intermediate shaft 6 on the high speed stage side is lower than the lower limit value of the rotational speed suitable for starting. It may be lowered. For example, as determined at step 219 in FIG. 4, there is a case where there is a deceleration request.

  In this case, if the first input clutch 8 on the high-speed stage side is completely engaged as it is and the transition to HEV traveling is attempted, the rotation of the internal combustion engine 1 is not stable, and the internal combustion engine 1 stops and the vehicle stops. Problems occur. In this case, after starting the internal combustion engine 1 with the first input clutch 8 on the high speed stage side, the first input clutch 8 on the high speed stage side is released, the second input clutch 9 on the low speed stage side is completely engaged, and HEV Transition to running can be made.

  Again, the control after the start will be described from step 222 onward in FIG.

  In step 222, the control device 120 determines whether or not the rapid deceleration that is expected to hold the mathematical expression 14 is performed. When the rapid deceleration is not performed, the process proceeds to step 212 and transitions to HEV traveling. When the rapid deceleration is performed, the process proceeds to step 223.

  When sudden deceleration is being performed, in step 223, the control device 120 releases both input clutches, proceeds to step 224, and continues EV traveling.

Here, the case where EV traveling is performed by the vehicle control device according to the present embodiment will be described with reference to FIG.
FIG. 7 is an explanatory diagram when EV traveling is performed by the vehicle control device according to the embodiment of the present invention.

  As shown in FIG. 7, after the internal combustion engine 1 is started with the first input clutch 8 on the high speed stage side or the second input clutch 9 on the low speed stage side, the second input clutch 9 on the low speed stage side is fully engaged after the start. When decelerating, the rotational speed of the second intermediate shaft 7 on the low speed stage side may be lower than the lower limit value of the rotational speed suitable for starting. Even if the HEV running is continued with the second input clutch 9 on the low speed side completely engaged as it is, the rotation of the internal combustion engine 1 is not stabilized and the problem is that the internal combustion engine 1 stops and the vehicle stops. Arise. Since the high-speed first intermediate shaft 6 has a lower rotational speed and cannot be switched, EV driving is performed with both the first input clutch 8 on the high-speed stage side and the second input clutch 9 on the low-speed stage side opened. Return to.

  As described above, the vehicle speed range at the time of starting can be expanded by switching the gear position used for starting from the low speed stage to the high speed stage according to the state of the vehicle and the intention of the driver.

  Further, during rapid acceleration, etc., HEV traveling can be performed at a high speed stage, while during deceleration, etc., HEV traveling can be performed at a low speed stage, and furthermore, EV traveling can be performed during rapid deceleration.

The transmission used in the present embodiment shown in FIG. 2 is a gear that shifts while being in charge of the torque of the internal combustion engine 1 by the electric motor 40 in HEV traveling. The detailed operation at the time of shifting is described in Patent Document 2, for example.

  For this reason, when a strong electric system (for example, the electric motor 40, the inverter 110, the power storage device 111, a power supply line to the electric motor 40 (not shown), etc.) fails, gear shifting cannot be performed.

In such a case, in the present embodiment, the control device 120 engages one even-numbered gear stage and one odd-numbered gear stage in the state where the electric motor 40 is stopped, in the same manner as in EV traveling, and a normal friction clutch. By engaging the two input clutches little by little so that the attached vehicle starts, it is possible to start and run with the power of only the internal combustion engine 1. Now, the transmission clutch 32 is engaged to select the fifth speed, the transmission clutch 33 is engaged to select the second speed, and the transmission first input clutch 8 and the second input clutch 9 are simultaneously engaged. The torque T1 at the first intermediate shaft 6, the torque T2 at the second intermediate shaft 7, and the output shaft torque To are expressed by equations (10) to (12). Here, Te is the internal combustion engine torque.

T1 = Te × G5 (10)

T2 = Te × G2 (11)

To = T2-T1
= Te (G2-G5) (12)

That is, the torque Te of the internal combustion engine 1 is amplified by the difference in the gear ratio to be selected for the output shaft torque during traveling with only the power of the internal combustion engine 1 as in EV traveling.

  With the above control, for example, even if the travel is limited to a short distance, such as moving from the road lane to the shoulder, it is possible to run only with the power of the internal combustion engine if the motor fails. can do.

Next, a second configuration of the transmission used in the present embodiment will be described with reference to FIG.
FIG. 8 is a skeleton diagram showing a second configuration of the transmission used in the embodiment of the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  In the first configuration shown in FIG. 2, since both the stator and the rotor of the electric motor 40 rotate, a slip ring, a brush, and the like are required to supply power. However, power supply with a brush may cause poor contact.

  The configuration shown in FIG. 8 is obtained by replacing the connection between the first intermediate shaft 6 and the second intermediate shaft 7 and the electric motor 40 from a bevel gear to a spur gear and a planetary gear in order to solve this problem.

An electric motor 40 is connected to the sun gear 42 of the planetary gear 41. A gear 47 mechanically connected to the first intermediate shaft 6 is coupled to the gear 45 mechanically connected to the ring gear 43. A gear 46 mechanically connected to the second intermediate shaft 7 is coupled to the gear 46 mechanically connected to the carrier shaft 44. Here, the gear ratio is set so that the rotational speed difference between the first intermediate shaft 6 and the second intermediate shaft 7 becomes the rotational speed of the electric motor 40. For example, sun gear 42 teeth number Zs = 30, ring gear 43 teeth number Zr = 78, gear 45 teeth number = 78, gear 46 teeth number = 70, gear 47 teeth number = 108, gear 48 teeth number = 70, first intermediate Assuming that the shaft rotational speed = N1, the second intermediate shaft rotational speed = N2, and the motor 40 rotational speed = Nm, the rotational speeds of the three elements of the planetary gear have a relationship as shown in Expression (13). If a specific number is substituted into the equation (13), the equation (14) is obtained, and when this is arranged, the equation (15) is obtained. When Expression (15) is modified, Expression (16) is obtained, and the rotational speed of the electric motor 40 becomes a rotational speed difference between the first intermediate shaft 6 and the second intermediate shaft 7.

Nc = (Zr / (Zs + Zr)) × Nr + (Zs / (Zs + Zr)) × Ns (13)

N2 × (70/70) = (78 / (30 + 78)) × NI × (108/78) + (30 / (30 + 78)) × Nm (14)

N2 = N1 + Nm (15)

Nm = N2-N2 (16)

Next, a third configuration of the transmission used in the present embodiment will be described with reference to FIG.
FIG. 9 is a skeleton diagram showing a third configuration of the transmission used in the embodiment of the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  In the configuration shown in FIG. 8, the first input clutch 8 and the second input clutch 9 are friction clutches, but in the configuration of FIG. 9, this is replaced with a dog clutch with a synchronizer ring.

  In this configuration, when the first input clutch 8 or the second input clutch 9 is operated in the engaging direction, a part of the power of the electric motor 40 is transmitted to the internal combustion engine 1 by the frictional force of the synchronizer ring and can be started. . The friction force of the synchronizer ring is proportional to the thrust force of the first input clutch actuator 61 and the second input clutch actuator 62 if the friction coefficient is constant.

Next, the 4th structure of the transmission used by this embodiment is demonstrated using FIG.
FIG. 10 is a skeleton diagram showing a fourth configuration of the transmission used in the embodiment of the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  In the configuration shown in FIG. 8, the first intermediate shaft 6 and the second intermediate shaft 7 are separate axes, but in the configuration of FIG. 10, this is coaxial.

  The first input clutch 8, the second input clutch 9, and the electric motor 40 have a triple coaxial structure. In this embodiment, the dimension in the axial direction is increased, but the dimension in the radial direction is decreased. Therefore, the mounting direction on the vehicle is suitable for vertical installation.

Next, a fifth configuration of the transmission used in the present embodiment will be described with reference to FIGS. 11 and 12.
FIG. 11 is a skeleton diagram showing a fifth configuration of the transmission used in the embodiment of the present invention. FIG. 12 is an explanatory diagram of the shaft arrangement in the fifth configuration of the transmission used in the embodiment of the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  In contrast to the configuration shown in FIG. 10, in the configuration of FIG. 11, the first intermediate shaft 6, the second intermediate shaft 7, and the electric motor 40 are separated from each other while keeping the input clutch 8 and the second input clutch 9 coaxial. Is.

  FIG. 12 shows the arrangement of the first intermediate shaft 6, the second intermediate shaft 7, the output shaft 17, the planetary gear set 43, the motor 40, and the final reduction gear 160.

  This configuration increases the radial dimension, but reduces the axial dimension, so that the mounting direction on the vehicle is suitable for horizontal installation.

  As described above, according to the present embodiment, the vehicle speed range can be expanded when the internal combustion engine is started using the electric motor disposed between the two shift speed groups.

The automatic transmission used in this embodiment is
An input shaft connected to the output shaft of the internal combustion engine;
A first coupling axis and a second coupling axis that divide the output from the input shaft into two;
A first intermediate shaft coaxial with the first coupling axis;
A second intermediate shaft coaxial with the second coupling axis;
A first input friction element for engaging / releasing the first intermediate shaft and the first coupling shaft;
A second input friction element for engaging / releasing the second intermediate shaft and the second coupling shaft;
An output shaft;
A first shift stage having at least one pair of gears that are paired with a gear provided on the first intermediate shaft and a gear provided on the output shaft and can be engaged / released with the first intermediate shaft or the output shaft. Groups,
A second shift stage having at least one pair of gears that are paired with a gear provided on the second intermediate shaft and a gear provided on the output shaft and can be engaged / released with the second intermediate shaft or the output shaft. Groups,
An electric motor that applies a relative torque between the first intermediate shaft and the second intermediate shaft;
Torque of the motor, rotational speed of the motor, engagement / release of the first input friction element, engagement / release of the second input friction element, relationship between the first gear group and the second gear group A control device for controlling the combination / release;
It consists of

It is a block diagram which shows the structure of the vehicle carrying the transmission used by one Embodiment of this invention. It is a skeleton figure which shows the 1st structure of the transmission used by one Embodiment of this invention. It is explanatory drawing of the vehicle speed range suitable for starting by the vehicle control apparatus by one Embodiment of this invention. It is a flowchart which shows the control content by the vehicle control apparatus by one Embodiment of this invention. It is explanatory drawing in the case of HEV driving | running | working by the low speed stage side with the vehicle control apparatus by one Embodiment of this invention. It is explanatory drawing at the time of carrying out HEV driving | running | working at the high speed stage side by the vehicle control apparatus by one Embodiment of this invention. It is explanatory drawing in the case of EV driving | running | working by the vehicle control apparatus by one Embodiment of this invention. It is a skeleton figure which shows the 2nd structure of the transmission used by one Embodiment of this invention. It is a skeleton figure which shows the 3rd structure of the transmission used by one Embodiment of this invention. It is a skeleton figure which shows the 4th structure of the transmission used by one Embodiment of this invention. It is a skeleton figure which shows the 5th structure of the transmission used by one Embodiment of this invention. It is explanatory drawing of the shaft arrangement | positioning in the 5th structure of the transmission used by one Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Internal combustion engine output shaft, 3 ... Input shaft, 4 ... 1st coupling shaft, 5 ... 2nd coupling shaft, 6 ... 1st intermediate shaft, 7 ... 2nd intermediate shaft, 8 ... 1st input Friction element, 9 ... 2nd input friction element, 10 ... 1st drive gear, 11 ... 3rd drive gear, 12 ... 5th drive gear, 13 ... 4th drive gear, 14 ... 2nd drive gear, 15 ... For reverse Drive gear, 16 ... idle gear for reverse, 17 ... output shaft, 18 ... 1st driven gear, 19 ... 3rd driven gear, 20 ... 5th driven gear, 21 ... 4th driven gear, 22 ... 2nd driven gear, 23 ... Reverse driven gear, 30 ... 1-speed clutch, 31 ... 3-speed clutch, 32 ... 5-speed clutch, 33 ... 4-speed clutch, 34 ... 2-speed clutch, 35 ... Reverse clutch 36 ... first input friction element 37 ... second input friction element 40 ... electric motor 41 ... planet gear set 42 ... sun gear 43 ... ring gear 44 ... carrier shaft 45 ... ring gear drive gear 46 ... Carrier drive gear, 47 ... Ring gear driven gear, 48 ... Carrier driven gear, 49 ... First intermediate shaft drive gear, 50 ... First intermediate shaft driven gear, 51 ... Second intermediate shaft drive gear, 52 ... Second intermediate shaft Drive gear, 53 ... idler shaft driven gear, 54 ... sun gear drive gear, 55 ... sun gear driven gear, 56 ... final drive gear, 57 ... final driven gear, 61 ... first input friction element actuator, 62 ... second input friction element Actuator, 63 ... 1-speed / 3-speed transmission actuator, 64 ... Speed change actuator, 65 ... 4 speed / 2 speed change actuator, 66 ... Reverse speed change actuator, 70 ... First intermediate shaft bevel gear, 71 ... Second intermediate shaft bevel gear, 100 ... Transmission, 110 ... Inverter, DESCRIPTION OF SYMBOLS 111 ... Power storage device, 120 ... Control device, 150 ... Vehicle, 160 ... Final reduction gear, 161 ... Drive wheel drive shaft, 162 ... Drive wheel, 163 ... Non-drive wheel

Claims (6)

An internal combustion engine;
A first shift stage group provided between the first intermediate shaft and the output shaft; a second shift stage group provided between the second intermediate shaft and the output shaft; the first intermediate shaft and the internal combustion engine; A first input friction element provided between the output shafts, a second input friction element provided between the second intermediate shaft and the output shaft of the internal combustion engine, the first intermediate shaft and the second intermediate An automatic transmission having an electric motor that applies a torque relative to a shaft;
Used to control a vehicle having
A control device for a vehicle having control means for controlling the first input friction element, the second input friction element, and the electric motor of the automatic transmission,
The control means selects the first input friction element or the second input friction element when traveling only with the power of the motor, and the power of the motor is determined by the friction force of the selected input friction element. A part of the engine is transmitted to the output shaft of the internal combustion engine, and the rotational speed of the output shaft of the internal combustion engine is increased to start. The vehicle control device according to claim 1,
The control device for a vehicle, wherein the control means selects the first input friction element or the second input friction element according to a state of the vehicle or a driver's intention. The vehicle control device according to claim 1,
The control means selects the first input friction element or the second input friction element after starting the internal combustion engine, engages the selected input friction element, and uses at least the power of the internal combustion engine. The vehicle control device is characterized by transitioning to a running mode. The vehicle control device according to claim 1,
The control device for a vehicle, wherein the control means releases the input friction element used for starting after the internal combustion engine is started, and continues running only by the power of the electric motor. The vehicle control device according to claim 1,
When the power of the electric motor cannot be obtained, the control means engages one of the first gear group and one of the second gear group, and the first input friction element and the second input of the previous period are engaged. A vehicle control apparatus that travels by transmitting the power of the internal combustion engine to drive wheels by the frictional force of a friction element. An internal combustion engine;
A first shift stage group provided between the first intermediate shaft and the output shaft; a second shift stage group provided between the second intermediate shaft and the output shaft; the first intermediate shaft and the internal combustion engine; A first input friction element provided between the output shafts, a second input friction element provided between the second intermediate shaft and the output shaft of the internal combustion engine, the first intermediate shaft and the second intermediate An automatic transmission having an electric motor that applies a torque relative to a shaft;
Used to drive a vehicle having
The electric motor;
An actuator used to drive engagement / release of the first input friction element, and to drive engagement / release of the second input friction element;
A vehicle power transmission device having a control means for controlling the first input friction element, the second input friction element, and the electric motor of the automatic transmission,
The control means selects the first input friction element or the second input friction element when traveling only with the power of the motor, and the power of the motor is determined by the friction force of the selected input friction element. A part of the engine is transmitted to the output shaft of the internal combustion engine, and the rotational speed of the output shaft of the internal combustion engine is increased to start the vehicle.

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