JP2009090781A - Power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device suppressing vibration caused by engagement of a clutch while supplying hydraulic pressure necessary for the engagement to the clutch. <P>SOLUTION: This power output device 3 has: a motor 50 and an internal combustion engine 5 as motors; and first and second transmission mechanisms 30, 40 changing a speed of mechanical power from transmission mechanisms thereof. The second transmission mechanism 40 receives the mechanical power from a rotor 52 and an engine output shaft 8 by a second input shaft 28. The second clutch 22 is enabled by receiving the hydraulic pressure of minimum operating pressure. An oil pump 90 supplies the hydraulic pressure generated according to a rotor rotational speed of the motor 50 to the second clutch 22. An ECU 100 increases the rotor rotational speed such that the hydraulic pressure detected by a hydraulic pressure sensor 96 becomes the minimum operating pressure or above, and thereafter reduces the rotor rotational speed as compared to the rotor rotational speed when reaching the minimum operating pressure to engage the second clutch 22. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output apparatus including an internal combustion engine and a motor as a prime mover, and more specifically, mechanical power output from an engine output shaft of the internal combustion engine and a rotor of the motor is shifted by a speed change mechanism, and a propulsion shaft The present invention relates to a motive power output device capable of outputting to the power source.

  In recent years, a transmission mechanism of a power output device has an input shaft (hereinafter referred to as a first input shaft) of a first transmission mechanism composed of an odd number of shift stages in order to eliminate interruption of transmission of mechanical power during a shift. And a first clutch that can be engaged with an output shaft of the internal combustion engine (hereinafter referred to as the engine output shaft), and an input shaft (hereinafter referred to as the input shaft of the second transmission mechanism) that is composed of an even number of shift stages. A so-called dual clutch transmission is known that includes a second clutch that can be engaged with an engine output shaft, and performs shifting by alternately switching these two clutches. ing.

  For example, when shifting from an odd-numbered gear to an even-numbered gear, the dual-clutch transmission has meshed an even-numbered gear pair in advance and disengages the first clutch that transmits mechanical power to the odd-numbered gear. At the same time, by disengaging the second clutch that transmits the mechanical power to the even-numbered stages, the power transmission is prevented from being interrupted during shifting (for example, see Patent Documents 1 and 2).

  Patent Document 1 discloses a power transmission device having the above-described dual clutch transmission and having motors connected to the input shafts of two transmission mechanisms. Patent Document 1 describes that the second friction clutch is engaged and the internal combustion engine (engine) is started by the second motor while the vehicle is driven by the motor.

  In Patent Document 3 below, hydraulic pressure is generated by receiving (driven) rotation of a rotating shaft of a motor (motor generator) coupled to an input shaft of a transmission, and is applied to the first clutch and the second clutch. A mechanical oil pump (mechanical oil pump) to be supplied is disclosed. In Patent Document 3, when the internal combustion engine (engine) is in a non-operating state (when the engine is stopped), a mechanical oil pump is driven by a motor to ensure the hydraulic pressure required for the clutch and brake. Are listed.

Japanese Patent No. 3621916 JP 2002-89594 A JP 2007-15679 A

  By the way, when a mechanical oil pump as in Patent Document 3 is applied to a dual clutch transmission as in Patent Documents 1 and 2, the internal combustion engine is stopped when the vehicle is stopped when both the internal combustion engine and the motor are inactive. In order to start the engine, the mechanical power output from the motor to the second input shaft is transmitted to the engine output shaft via the second clutch, and the second clutch is immediately engaged even if cranking is performed. Cannot be in a state. When both the internal combustion engine and the motor are in the non-operating state, the second clutch is not supplied with hydraulic pressure, and the power running of the motor is started to increase the rotor rotational speed of the motor to some extent. This is because the mechanical oil pump that generates the hydraulic pressure according to the rotation speed cannot supply the hydraulic pressure necessary for the engagement operation of the second clutch.

  In addition, when the engaging operation of the second clutch is delayed, the rotor rotational speed of the motor is increased, that is, a rotational speed difference is provided between the second input shaft engaged with the rotor and the engine output shaft. Thus, the second clutch is engaged. If the second clutch is brought into the engaged state in a state where there is such a rotational speed difference, there is a possibility that the second clutch may vibrate due to the rotational speed difference.

  In addition, it is set as the structure which supplies oil_pressure | hydraulic to the above-mentioned clutch using an electric oil pump, or using an electromagnetic clutch, the mechanical oil pump which supplies oil_pressure | hydraulic, and the clutch which operates by oil_pressure | hydraulic supply There is a problem from the viewpoint of cost as compared with the configuration combining the above.

  Accordingly, a power output apparatus including an internal combustion engine and a motor as a prime mover, and first and second transmission mechanisms, which can operate upon receiving a predetermined hydraulic pressure, and outputs an engine output shaft and a second input shaft of the second transmission mechanism. In a power output device having a second clutch that can be engaged with each other and an oil pump that generates hydraulic pressure in accordance with the rotational speed of the rotor of the motor and can supply it to the second clutch, the rotational speed of the rotor of the motor is increased. Thus, there is a demand for a technique capable of ensuring the hydraulic pressure necessary for the engagement operation of the second clutch and suppressing the vibration generated during the engagement operation of the second clutch.

  The present invention has been made in view of the above, and provides a power output device capable of suppressing vibration generated during the engagement operation of the clutch while supplying hydraulic pressure necessary for the engagement operation to the clutch. Objective.

  In order to achieve the above object, a power output apparatus according to the present invention includes an internal combustion engine and a motor as a prime mover, and mechanical power output from an engine output shaft of the internal combustion engine and a rotor of the motor is transmitted by a speed change mechanism. A power output device capable of shifting and outputting to a propulsion shaft, wherein mechanical power from an engine output shaft is received by a first input shaft, and is shifted by any one of a plurality of shift speeds to generate a first output A first transmission mechanism capable of transmitting from the shaft to the propulsion shaft, mechanical power from the engine output shaft and the rotor is received by the second input shaft, and the second output is shifted by any one of a plurality of shift stages. A second speed change mechanism capable of transmitting from the shaft to the propulsion shaft, a first clutch capable of engaging the engine output shaft and the first input shaft, and a hydraulic pressure higher than a preset minimum operating pressure; A second clutch capable of engaging the engine output shaft and the second input shaft H, an oil pump capable of supplying the hydraulic pressure generated in accordance with the rotor rotational speed of the motor to the second clutch, a hydraulic pressure detection means capable of detecting the hydraulic pressure supplied from the oil pump to the second clutch, and the second clutch Control means capable of controlling the engagement state of the motor and the rotor rotational speed of the motor. The control means has a hydraulic pressure detected by the hydraulic pressure detection means equal to or higher than the minimum operating pressure when starting the internal combustion engine. After the rotor rotational speed is increased so as to become, the rotor rotational speed is decreased compared to the rotor rotational speed at the time when the minimum operating pressure is reached, and the second clutch is engaged. .

  In the power output apparatus according to the present invention, the control means may lower the rotor rotational speed of the motor to a preset clutch engagement rotational speed to bring the second clutch into an engaged state.

  In the power output apparatus according to the present invention, the internal combustion engine may be provided with a starter motor capable of rotationally driving the engine output shaft, and the control means operates the starter motor in response to a start request. Thus, the engine rotation speed is increased, and the rotor rotation speed of the motor is decreased until it substantially matches the engine rotation speed, so that the second clutch is engaged.

  In the power output apparatus according to the present invention, after the second clutch is engaged, the control means rotates the engine output shaft by using both the starter motor and the motor as the prime mover. it can.

  According to the present invention, after the rotor rotational speed is increased so that the hydraulic pressure becomes equal to or higher than the preset minimum operating pressure, the rotor rotational speed is decreased compared to the rotor rotational speed at the time when the minimum operating pressure is reached. By engaging the second clutch, it is possible to create a state where the rotational speed difference between the second input shaft and the engine output shaft of the second transmission mechanism is small, and to engage the second clutch. Vibration generated in the second clutch due to the rotation speed difference can be suppressed.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  First, the configuration of a vehicle to which the power output apparatus according to this embodiment is applied will be described with reference to FIG. FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle including a power output device.

  The vehicle 1 according to the present embodiment is a so-called hybrid vehicle including an internal combustion engine 5 and a motor 50 as a prime mover for rotationally driving the drive wheels 88. The vehicle 1 is equipped with a power output device 3 capable of shifting the mechanical power from the internal combustion engine 5 and the motor 50 by a speed change mechanism and outputting it to the vehicle propulsion shaft 66.

  The power output device 3 includes an internal combustion engine 5 and a drive device 10, and the drive device 10 is provided with a motor 50 as a prime mover. In addition, the drive device 10 is provided with first and second speed change mechanisms 30 and 40 that can transmit mechanical power from the internal combustion engine 5 to the vehicle propulsion shaft 66 by changing speed. And the dual clutch mechanism 20 is provided so that transmission and interruption | blocking of mechanical power between the 2nd transmission mechanisms 30 and 40 and the internal combustion engine 5 can be switched. The drive device 10 is coupled to the internal combustion engine 5 to form a power output device 3 and is mounted on the vehicle 1. In the vehicle 1, the power output device 3, that is, the electronic device for the power output device is used as a control unit that controls the internal combustion engine 5, the dual clutch mechanism 20, the first and second transmission mechanisms 30 and 40, and the motor 50 in a coordinated manner. A control device 100 (hereinafter simply referred to as “ECU”) is provided in the vehicle 1.

  The internal combustion engine 5 includes a fuel injection device, an ignition device, and a throttle valve device (not shown). These devices are controlled by the ECU 100. The mechanical power generated by the internal combustion engine 5 is output from an output shaft (crankshaft) 8. The output side of the internal combustion engine 5 (hereinafter referred to as the engine output shaft) is coupled to the input side of a dual clutch mechanism 20 of the drive device 10 described later, for example, a clutch housing 14a (see FIG. 2). The ECU 100 can adjust the mechanical power output from the engine output shaft 8 of the internal combustion engine 5. The internal combustion engine 5 is provided with a crank angle sensor (not shown) that detects a rotational angle position of the engine output shaft 8 (hereinafter referred to as a crank angle), and sends a signal related to the crank angle to the ECU 100. .

  Further, the vehicle 1 has mechanical power from the engine output shaft 8 and the motor 50 as a power transmission device that shifts the mechanical power from the internal combustion engine 5 and the motor 50 as a prime mover and transmits them to the drive wheels 88. The drive device 10 capable of changing the torque and changing the torque to be transmitted to the vehicle propulsion shaft 66 and the mechanical power transmitted from the prime mover to the vehicle propulsion shaft 66 are decelerated and engaged with the drive wheels 88 on the left and right sides. A final reduction gear 70 that distributes to the drive shaft 80 is provided.

  The drive device 10 uses either the first clutch 21 or the second clutch 22 to transmit mechanical power from the internal combustion engine 5 to a transmission mechanism, which will be described later, and from the internal combustion engine 5 to the first clutch 21. The mechanical power transmitted via the first input shaft 27 can be received by the first input shaft 27, shifted by any one of the first group of gears, and transmitted from the first output shaft 37 to the vehicle propulsion shaft 66. The first power transmission mechanism 30 and the mechanical power transmitted from the internal combustion engine 5 via the second clutch 22 are received by the second input shaft 28, and the speed is changed by any one of the second gear stages. The second speed change mechanism 40 that can transmit from the second output shaft 48 to the vehicle propulsion shaft 66 is provided.

  The first speed change mechanism 30 and the second speed change mechanism 40 have six speed stages from the first speed gear stage 31 to the sixth speed gear stage 46 in the forward direction and one speed stage 39 in the reverse direction. ing. The reduction ratios of the first to sixth gear stages 31 to 46, which are forward shift stages, are the first speed gear stage 31, the second speed gear stage 42, the third speed gear stage 33, and the fourth speed gear stage 44. The fifth speed gear stage 35 and the sixth speed gear stage 46 are set so as to decrease in this order.

  The first speed change mechanism 30 is configured as a parallel shaft gear device having a plurality of gear pairs. The first group of shift speeds is an odd speed, that is, a first speed gear 31 and a third speed gear 33. And a reverse gear stage 39 in addition to the fifth speed gear stage 35. Of the forward shift speeds 31, 33 and 35 of the first speed change mechanism 30, the fifth speed gear stage 35 is the highest speed stage (highest speed stage).

  The first speed gear stage 31 is provided so as to be rotatable about a first output shaft 37 and a first speed main gear 31a coupled to the first input shaft 27, and a first speed counter meshing with the first speed main gear 31a. A first speed coupling mechanism 31e capable of engaging the gear 31c, the first speed counter gear 31c, and the first output shaft 37 is provided.

  The ECU 100 selects the first speed gear stage 31, that is, the first speed coupling mechanism 31e is engaged, and the first speed counter gear 31c and the first output shaft 37 are engaged, whereby the first input shaft The mechanical power from 27 is transmitted to the first output shaft 37 via the first speed main gear 31a and the first speed counter gear 31c. As a result, the first speed change mechanism 30 can shift the mechanical power received from the first input shaft 27 by the first speed gear 31 and change the torque to be transmitted to the first output shaft 37. It has become.

  Similar to the first speed gear stage 31, the third speed gear stage 33 is provided to be rotatable about a third speed main gear 33a coupled to the first input shaft 27 and a first output shaft 37. A third speed counter gear 33c meshing with the third speed main gear 33a, and a third speed coupling mechanism 33e capable of engaging the third speed counter gear 33c and the first output shaft 37 are provided.

  When the ECU 100 selects the third speed gear stage 33, that is, the third speed coupling mechanism 33e is engaged, and the third speed counter gear 33c and the first output shaft 37 are engaged, the first speed change mechanism 30 can transmit the mechanical power received from the first input shaft 27 to the first output shaft 37 by changing the torque by the third gear stage 33 and changing the torque.

  The fifth speed gear stage 35 is provided so as to be rotatable about a first output shaft 37 and a fifth speed main gear 35a coupled to the first input shaft 27, and is engaged with the fifth speed main gear 35a. A speed counter gear 35c, a fifth speed counter gear 35c, and a fifth speed coupling mechanism 35e capable of engaging the first output shaft 37 are provided.

  When the ECU 100 selects the fifth speed gear stage 35, that is, the fifth speed coupling mechanism 35e is engaged, and the fifth speed counter gear 35c and the first output shaft 37 are engaged, the first speed change is performed. The mechanism 30 can transmit the mechanical power received from the first input shaft 27 to the first output shaft 37 by changing the torque by the fifth gear 35 and changing the torque.

  The reverse gear stage 39 meshes with a reverse main gear 39 a coupled to the first input shaft 27, a reverse intermediate gear 39 b that meshes with the reverse main gear 39 a, and a reverse intermediate gear 39 b, and rotates around the first output shaft 37. A reverse counter gear 39c provided in a possible manner and a reverse coupling mechanism 39e capable of engaging the reverse counter gear 39c and the first output shaft 37 are provided.

  When the ECU 100 selects the reverse gear stage 39, that is, the reverse coupling mechanism 39e is engaged, and the reverse counter gear 39c and the first output shaft 37 are engaged, the first transmission mechanism 30 is The mechanical power received from the input shaft 27 can be transmitted to the first output shaft 37 by changing the rotational direction in the reverse direction and changing the speed by changing the reverse gear stage 39 and changing the torque.

  Switching of the coupling mechanisms 31e, 33e, 35e, 39e in the first transmission mechanism 30 between the engaged state and the non-engaged state (released state) is controlled by the ECU 100 via an actuator (not shown). The ECU 100 selects any one of the shift stages 31, 33, 35, 39 of the first transmission mechanism 30 and puts the coupling mechanism corresponding to the selected shift stage into an engaged state. As a result, the first speed change mechanism 30 receives the mechanical power received by the first input shaft 27 from the engine output shaft 8 of the internal combustion engine 5 in any one of the speed stages (odd speed stages) 31, 33, 35, 39. The speed can be changed by one, and the torque can be changed and output from the first output shaft 37.

  In the first speed change mechanism 30, the first propulsion shaft drive gear 37 c is coupled to the first output shaft 37, and the first propulsion shaft drive gear 37 c is coupled to the power propulsion shaft 66. Are engaged. As a result, the first transmission mechanism 30 transfers the mechanical power transmitted from the first input shaft 27 to the first output shaft 37 to the vehicle propulsion shaft 66 from the first propulsion shaft drive gear 37c via the power integration gear 58. It is possible to communicate.

  On the other hand, like the first transmission mechanism 30, the second transmission mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs, and the second group of shift stages is an even stage, that is, the second speed. The gear stage 42, the fourth speed gear stage 44, and the sixth speed gear stage 46 are configured. Of the gears 42, 44, 46 of the second transmission mechanism 40, the second gear step 42 is the lowest gear.

  The second speed gear stage 42 is provided so as to be rotatable about a second output shaft 48 and a second speed main gear 42a coupled to the second input shaft 28, and a second speed counter meshing with the second speed main gear 42a. A second speed coupling mechanism 42e capable of engaging the gear 42c, the second speed counter gear 42c, and the second output shaft 48 is provided.

  The ECU 100 selects the second speed gear stage 42, that is, the second speed coupling mechanism 42e is engaged, and the second speed counter gear 42c and the second output shaft 48 are engaged with each other. The mechanical power from the shaft 28 is transmitted to the second output shaft 48 via the second speed main gear 42a and the second speed counter gear 42c. As a result, the second speed change mechanism 40 can shift the mechanical power received from the second input shaft 28 by the second speed gear stage 42, change the torque, and transmit it to the second output shaft 48. It has become.

  The fourth speed gear stage 44 is provided so as to be rotatable around a second output shaft 48 and a fourth speed main gear 44a coupled to the second input shaft 28, and a fourth speed counter meshing with the fourth speed main gear 44a. A fourth speed coupling mechanism 44e capable of engaging the gear 44c, the fourth speed counter gear 44c, and the second output shaft 48 is provided.

  When the ECU 100 selects the fourth speed gear stage 44, that is, the fourth speed coupling mechanism 44e is engaged, and the fourth speed counter gear 44c and the second output shaft 48 are engaged, The mechanism 40 can transmit the mechanical power received from the second input shaft 28 to the second output shaft 48 by changing the torque by the fourth gear stage 44 and changing the torque.

  The sixth speed gear stage 46 is provided so as to be rotatable about a sixth output main gear 46a coupled to the second input shaft 28 and a second output shaft 48, and engages with the sixth speed main gear 46a. A speed counter gear 46c, a sixth speed counter gear 46c, and a sixth speed coupling mechanism 46e capable of engaging the second output shaft 48 are provided.

  When the ECU 100 selects the sixth speed gear stage 46, that is, the sixth speed coupling mechanism 46e is engaged, and the sixth speed counter gear 46c and the second output shaft 48 are engaged, the second speed change is performed. The mechanism 40 can transmit the mechanical power received from the second input shaft 28 to the second output shaft 48 by changing the torque by the sixth gear stage 46 and changing the torque.

  Switching of the coupling mechanism 42e, 44e, 46e between the engagement state and the disengagement state (release state) in the second transmission mechanism 40 is controlled by the ECU 100 via an actuator (not shown). The ECU 100 selects any one of the shift stages 42, 44, 46 of the second transmission mechanism 40, and puts the coupling mechanisms 42e, 44e, 46e corresponding to the selected shift stage into an engaged state. To do. As a result, the second speed change mechanism 40 receives mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 and mechanical power received from the second input shaft 28 as a shift speed (even speed). Shifting can be performed by any one of 42, 44, and 46, and torque can be changed and output from the second output shaft 48.

  A second propulsion shaft drive gear 48 c is coupled to the second output shaft 48, and the second propulsion shaft drive gear 48 c meshes with a power integrated gear 58 coupled to the vehicle propulsion shaft 66. The first speed change mechanism 30 transmits the mechanical power transmitted from the second input shaft 28 to the second output shaft 48 to the vehicle propulsion shaft 66 from the second propulsion shaft drive gear 48c via the power integrated gear 58. Is possible. The mechanical power output from the second output shaft 48 by the second speed change mechanism 40 is integrated with the mechanical power output from the first output shaft 37 by the first speed change mechanism 30 in the power integration gear 58, so that the vehicle propulsion shaft. 66.

  Further, the drive device 10 of the power output device 3 is provided with a motor 50 as a prime mover. The motor 50 is a rotating electric machine having a function as an electric motor that converts supplied electric power into mechanical power and outputs it, and a function as a generator that converts input mechanical power into electric power, a so-called motor generator. It is. The motor 50 is composed of a permanent magnet AC synchronous motor, and receives a (three-phase) AC power supplied from an inverter 110 described later to form a rotating magnetic field, and a rotor that is attracted to the rotating magnetic field and rotates. 52. The rotor 52 is coupled to the second input shaft 28, and mechanical power generated by the motor 50 is output to the second input shaft 28 of the second transmission mechanism 40. The motor 50 can also convert the mechanical power transmitted from the second output shaft 48 to the rotor 52 into AC power. The motor 50 is controlled by the ECU 100 via an inverter 110 described later.

  Further, the power output device 3 is provided with an inverter 110 as a power supply device that supplies AC power to the motor 50. The inverter 110 is configured to convert DC power supplied from the secondary battery 120 into AC power and supply the AC power to the motor 50. The inverter 110 is also configured to convert the AC power from the motor 50 into DC power and collect it in the secondary battery 120. The ECU 100 controls the power supply from the inverter 110 to the motor 50 and the power recovery from the motor 50.

  The ECU 100 can switch the function of the motor 50 as an electric motor / generator and adjust the torque output from the rotor 52 of the motor 50 to the second input shaft 28 of the second transmission mechanism 40 via the inverter 110. It has become. In the following description, outputting mechanical power (torque) from the rotor 52 of the motor 50 is referred to as “powering”. That is, the power running of the motor 50 is controlled by the ECU 100.

  Further, the power output device 3 is provided with an oil pump 90 between the motor 50 and the sixth speed gear stage 46 in order to supply hydraulic pressure to the dual clutch mechanism 20. The oil pump 90 is a mechanical oil pump, and is configured to generate hydraulic pressure in accordance with the rotation of the second input shaft 28, that is, the rotation of the rotor 52 of the motor 50. The hydraulic pressure generated by the oil pump 90, that is, the oil discharged from the oil pump 90 is guided to the dual clutch mechanism 20 through the supply line 92 and drives the first clutch 21 and the second clutch 22 (see FIG. Not shown).

  In addition, the supply line 92 is provided with a hydraulic sensor 96 that detects the hydraulic pressure supplied from the oil pump 90 to the first and second clutches 21 and 22. The hydraulic sensor 96 sends a signal relating to the detected hydraulic pressure to the ECU 100.

  Further, the drive device 10 of the power output device 3 has power transmission means for transmitting mechanical power from the engine output shaft 8 of the internal combustion engine 5 to one of the first transmission mechanism 30 and the second transmission mechanism 40. As shown, a dual clutch mechanism 20 is provided. The dual clutch mechanism 20 includes a first clutch 21 capable of engaging the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30, and a second clutch mechanism 20 and the second transmission mechanism 40. A second clutch 22 capable of engaging with the input shaft 28 is provided. The first clutch 21 and the second clutch 22 can be operated by being supplied with oil of a predetermined pressure from the oil pump 90.

  The first clutch 21 includes a disc-shaped friction plate, and is configured by a friction type disk clutch that transmits mechanical power by the frictional force of the friction plate. The first clutch 21 is configured to be able to engage the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 of the first transmission mechanism 30. By bringing the first clutch 21 into the engaged state, the engine output shaft 8 and the first input shaft 27 can be engaged and rotate together.

  Similar to the first clutch 21, the second clutch 22 is configured by a friction disk clutch or the like, and engages the engine output shaft 8 of the internal combustion engine 5 and the second input shaft 28 of the second transmission mechanism 40. It is configured to be possible. By bringing the second clutch 22 into the engaged state, the engine output shaft 8 and the second input shaft 28 can be engaged and rotate together. The first clutch 21 and the second clutch 22 may be a wet multi-plate clutch or a dry single-plate clutch.

  Switching between the engaged state and the disengaged state (released state) of the first clutch 21 and the second clutch 22 is controlled by the ECU 100 via an actuator (not shown). In the dual clutch mechanism 20, the ECU 100 sets the mechanical power from the internal combustion engine 5 to the first clutch 21 or the second clutch 22 by engaging one and releasing the other. The transmission can be transmitted to the vehicle propulsion shaft 66 via one of the first transmission mechanism 30 and the second transmission mechanism 40.

  Here, the structure of the dual clutch mechanism 20 including the first clutch 21 and the second clutch 22 will be described with reference to FIGS. 2 and 3. FIG. 2 is a schematic diagram illustrating the structure of the dual clutch mechanism. FIG. 3 is a schematic diagram illustrating the structure of a modified dual clutch mechanism.

  As shown in FIG. 2, in the dual clutch mechanism 20, a clutch housing 14 a of the dual clutch mechanism 20 is coupled to the engine output shaft 8. That is, the clutch housing 14a rotates integrally with the engine output shaft 8. The clutch housing 14a is configured to be able to accommodate friction plates 27a and 28a described later. On the other hand, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged coaxially and have a double shaft structure. Specifically, the first input shaft 27 is configured as a hollow shaft, and the second input shaft 28 extends into the first input shaft 27. The second input shaft 28 that is the inner shaft is configured to be longer than the first input shaft 27 that is the outer shaft. First, main gears 31a, 33a, 35a, 39a of the respective speed stages of the first transmission mechanism 30 are arranged from the engine output shaft 8 side toward the vehicle propulsion shaft 66 side, and then the second transmission mechanism 40 is arranged. The main gears 42a, 44a, 46a of the respective speed stages are arranged.

  A disc-shaped friction plate 27 a is coupled to the end of the first input shaft 27, while a friction plate 28 a is coupled to the end of the second input shaft 28 in the same manner. The friction plates 27a and 28a are accommodated in the clutch housing 14a. The first clutch 21 has a friction counterpart plate (not shown) provided to face the friction plate 27a, and an actuator (not shown) that drives the friction counterpart plate. When the friction counter plate presses the friction plate 27 a against the clutch housing 14 a, the first clutch 21 can engage the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30. Yes.

  Similarly, the second clutch 22 has a friction mating plate (not shown) provided facing the friction plate 28a and presses the friction plate 28a against the clutch housing 14a. The second input shaft 28 of the two speed change mechanism 40 can be engaged. In the dual clutch mechanism 20, the driving of the friction counterpart plate provided corresponding to each of the first and second clutches 21 and 22 is controlled by the ECU 100.

  Further, in the modified dual clutch mechanism 20 according to the present embodiment, as shown in FIG. 3, the drive gear 14 c is coupled to the end of the engine output shaft 8. The first gear 16 and the second gear 18 are meshed with the drive gear 14 c, the first gear 16 is coupled to the first clutch 21, and the second gear 18 is coupled to the second clutch 22. ing. The first clutch 21 is configured to be able to engage the first input shaft 27 of the first transmission mechanism 30 and the first gear 16 that engages with the engine output shaft 8. On the other hand, the second clutch 22 is configured to be able to engage the second input shaft 28 of the second transmission mechanism 40 and the second gear 18 that engages with the engine output shaft 8.

  The first and second clutches 21 and 22 can each be constituted by an arbitrary clutch such as a disk-shaped friction clutch. By alternately switching the engaged state and the released state in the first clutch 21 and the second clutch 22, the mechanical power of the internal combustion engine 5 output from the engine output shaft 8 is transferred from the drive gear 14c to the first transmission mechanism. It is transmitted to either the 30 first input shaft 27 or the second input shaft 28 of the second speed change mechanism 40.

  In the dual clutch mechanism 20 configured as described above, as shown in FIG. 1, when the ECU 100 places the first clutch 21 in the engaged state and releases the second clutch 22, the engine output shaft 8, The first input shaft 27, the first output shaft 37, the power integration gear 58, and the vehicle propulsion shaft 66 are engaged. As a result, the drive device 10 shifts the mechanical power from the internal combustion engine 5 at any one of the shift stages 31, 33, 35, 39 of the first transmission mechanism 30, and the vehicle propulsion shaft 66. Can be communicated to.

  On the other hand, the ECU 100 causes the second clutch 22 to be engaged and the first clutch 21 to be released, whereby the engine output shaft 8, the second input shaft 28, the second output shaft 48, and the vehicle propulsion shaft 66. Engage. As a result, the drive device 10 shifts the mechanical power from the internal combustion engine 5 at any one of the shift stages 42, 44, 46 of the second transmission mechanism 40 and transmits it to the vehicle propulsion shaft 66. It becomes possible to do.

  The first clutch 21 and the second clutch 22 have a hydraulic actuator (not shown) (not shown) for operating a friction plate or a friction counterpart plate constituting the first clutch 21 and the second clutch 22. The oil is supplied at a predetermined pressure, and the engaging operation can be performed. In other words, the first clutch 21 and the second clutch 22 need to be supplied with a predetermined hydraulic pressure, and can operate by being supplied with a hydraulic pressure equal to or higher than the predetermined pressure.

  The vehicle 1 is also provided with a final reduction device 70 that decelerates mechanical power transmitted from the prime mover to the vehicle propulsion shaft 66 and distributes it to the left and right drive shafts 80 engaged with the drive wheels 88. . The final reduction gear 70 includes a drive pinion 68 coupled to the vehicle propulsion shaft 66, a ring gear 72 that meshes perpendicularly with the drive pinion 68, and a differential mechanism 74 that is fixed to the ring gear 72. The final reduction gear 70 decelerates the mechanical power transmitted from at least one of the prime mover, that is, the internal combustion engine 5 and the motor 50 to the vehicle propulsion shaft 66 by the drive pinion 68 and the ring gear 72, and drives the left and right by the differential mechanism 74. The drive wheel 88 can be rotationally driven by being distributed to the shaft 80. Thus, the vehicle propulsion shaft 66 is engaged with the drive wheel 88 via the final reduction gear 70 and rotates according to the speed of the vehicle 1.

  In the vehicle 1 configured as described above, the ECU 100 as the control unit of the power output device 3 includes a signal related to the crank angle of the internal combustion engine 5, a signal related to the state of charge (SOC) of the secondary battery 120, and the driving wheels 88. A signal related to the rotational speed of the motor 50, a signal related to the rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as rotor rotational speed), and the like are detected. The ECU 100 also selects the gear stage selected in the first transmission mechanism 30 and the second transmission mechanism 40, that is, the engagement state of the coupling mechanisms 31e to 46e and the engagement state of the first and second clutches 21 and 22. And are detected.

  Based on these signals, ECU 100 detects various control variables. The control variables include the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter referred to as engine rotational speed), the rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as rotor rotational speed), and the travel of the vehicle 1. The speed (hereinafter referred to as vehicle speed), the storage state of the secondary battery 120, and the like.

  The ECU 100 grasps the operating state of the internal combustion engine 5 and the motor 50 from these control variables, and selects the gear stage in the drive device 10, more specifically, the first transmission mechanism 30 and the second transmission mechanism 40, that is, each cup. It is possible to control the engagement state of the ring mechanisms 31e to 46e, the engagement state of the first clutch 21 and the second clutch 22, the mechanical power output by the motor 50, and the rotor rotation speed. .

  The power output device 3 configured as described above transmits power between the engine output shaft 8 and the vehicle propulsion shaft 66 at the time of shifting by alternately connecting the first clutch 21 and the second clutch 22. This is described below.

  First, the ECU 100 selects one of the shift stages 31 to 46 of the first and second transmission mechanisms 30 and 40. For example, when the selected gear stage is the first speed gear stage 31 among the first group (odd number) of the first stage (odd stage) gear stages 31 to 39, the ECU 100 corresponds to the first speed gear stage 31. The first speed coupling mechanism 31e is engaged and the coupling mechanisms 33e and 35e are released. At the same time, the ECU 100 brings the first clutch 21 into an engaged state and puts the second clutch 22 into a released state. As a result, the driving device 10 receives the mechanical power from the internal combustion engine 5 by the first input shaft 27, and the first speed that is the selected gear stage among the first gear group (odd number gears) 31 to 39 is selected. The speed is changed by the gear stage 31 and transmitted from the first output shaft 37 to the vehicle propulsion shaft 66, so that the drive wheels 88 can be rotationally driven.

  At this time, the ECU 100 is one step higher than the first speed gear stage 31 selected in the first transmission mechanism 30 among the second group (even numbered) gear stages 42, 44, and 46 of the second transmission mechanism 40. By engaging the second speed coupling mechanism 42e corresponding to the second speed gear stage 42 that is the gear position on the high gear) side, the second input shaft 28 of the second speed change mechanism 40 is idled, and the next The second clutch 22 is provided for the engaging operation at the time of shifting to the second gear stage 42 (upshift).

  Then, when a shift (upshift) to the second gear stage 42, which is the second gear group (even number) of the second transmission mechanism 40, is selected, the ECU 100 releases the first clutch 21. However, by bringing the second clutch 22 into the engaged state, the driving device 10 performs an operation of re-clipping the first clutch 21 and the second clutch 22, so-called “clutch-to-clutch”. With this operation, the driving device 10 gradually moves the power transmission path from the engine output shaft 8 from the first input shaft 27 of the first transmission mechanism 30 to the second input shaft 28 of the second transmission mechanism 40. The shift to the second gear stage 42 is completed.

  In this way, the drive device 10 is capable of driving power from the engine output shaft 8 to the vehicle propulsion shaft 66 when shifting from the first speed gear stage 31 that is an odd-numbered stage to the second speed gear stage 42 that is an even-numbered stage. The transmission can be shifted without causing any interruption in transmission.

  The vehicle 1 configured as described above is a “hybrid vehicle” in which the internal combustion engine 5 and the motor 50 can be used together or selectively used as a prime mover, and can realize various vehicle travels (travel modes). it can. For example, there are “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover, “HV running” in which the internal combustion engine 5 and the motor 50 are used in combination as a prime mover, and “motor running” in which only the motor 50 is selectively used as a prime mover. These vehicle travels are automatically and sequentially switched by the ECU 100 in accordance with the vehicle driving force required by the driver and the storage state of the secondary battery 120 that stores the power supplied to the motor 50. Hereinafter, the control of the ECU 100 in each travel mode and the operations of the internal combustion engine 5, the first clutch 21 and the second clutch 22, the first transmission mechanism 30, the second transmission mechanism 40, and the motor 50 will be described together.

  The ECU 100 causes the first clutch 21 to be in an engaged state and the second clutch 22 to be in a released state, so that the drive device 10 can transfer mechanical power from the engine output shaft 8 of the internal combustion engine 5 to the first input shaft. 27, the gear is shifted by any one of the gear stages 31, 33, 35, 39 of the first transmission mechanism 30, and is transmitted from the first output shaft 37 to the vehicle propulsion shaft 66 to rotationally drive the drive wheels 88. Can do. In this way, the vehicle 1 can realize “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover.

  In this case, since the second output shaft 48 is engaged with the vehicle propulsion shaft 66 via the power integration gear 58, any one of the coupling mechanisms 42e, 44e, 46e of the second transmission mechanism 40 is engaged. In the combined state, the second input shaft 28 and the rotor 52 engaged therewith rotate according to the traveling speed of the vehicle 1 (hereinafter referred to as the vehicle speed).

  At this time, the ECU 100 causes the motor 50 to power and transmit the output torque from the rotor 52 to the second input shaft 28, so that the drive device 10 has mechanical power from the internal combustion engine 5 and mechanical power from the motor 50. Can be shifted by the first transmission mechanism 30 and the second transmission mechanism 40, and can be integrated by the power integration gear 58 and transmitted to the vehicle propulsion shaft 66. In this way, the vehicle 1 can realize “HV traveling” in which the internal combustion engine 5 and the motor 50 are used together as a prime mover.

  In addition, when the ECU 100 puts the first clutch 21 into the released state and puts the second clutch 22 into the engaged state, the driving device 10 receives the mechanical power from the engine output shaft 8 by the second input shaft 28. The vehicle can be shifted by any one of the shift stages 42, 44, 46 of the second transmission mechanism 40 and transmitted from the second output shaft 48 to the vehicle propulsion shaft 66 to rotationally drive the drive wheels 88. Can realize “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover.

  In this case, since the first output shaft 37 is engaged with the vehicle propulsion shaft 66 through the power integration gear 58, any one of the coupling mechanisms 31e, 33e, 35e, 39e of the first transmission mechanism 30 is used. When the first input shaft 27 is in the engaged state, the first input shaft 27 rotates in accordance with the traveling speed of the vehicle 1 (hereinafter referred to as the vehicle speed).

  At this time, the ECU 100 causes the motor 50 to power and transmit the output torque from the rotor 52 to the second input shaft 28, so that the drive device 10 has mechanical power from the internal combustion engine 5 and mechanical power from the motor 50. Can be integrated by the second input shaft 28, can be shifted by the second speed change mechanism 40, and can be transmitted to the vehicle propulsion shaft 66 via the power integration gear 58. The vehicle 1 is connected to the internal combustion engine 5 as a prime mover. “HV traveling” using the motor 50 together can be realized.

  On the other hand, when causing the vehicle 1 to perform motor traveling, unlike the above-described engine traveling and HV traveling control, the ECU 100 controls both the first clutch 21 and the second clutch 22 to the disengaged state and controls the motor 50. Let it run. The ECU 100 selects any one of the shift stages 42, 44, 46 of the second transmission mechanism 40, and puts the coupling mechanism corresponding to the shift stage into an engaged state. The driving device 10 receives the mechanical power from the motor 50 by the second input shaft 28, changes the speed at a selected speed among the speeds 42, 44 and 46 of the second speed change mechanism 40, and outputs the second output shaft. 48 to the vehicle propulsion shaft 66.

  While the vehicle 1 is running on the motor, the ECU 100 keeps both the first and second clutches 21 and 22 in a disengaged state. The shaft 8 is rotationally driven to prevent power loss such as pumping loss of the internal combustion engine 5 from occurring.

  As described above, the power output apparatus 3 according to the present embodiment includes the internal combustion engine 5 and the motor 50 as a prime mover, and the vehicle 1 can be propelled using the internal combustion engine 5 and the motor 50 together or selectively. It has become. The power output device 3 is capable of starting the internal combustion engine 5 by firing by rotating the engine output shaft 8 of the internal combustion engine 5 in a non-operating state with mechanical power from the motor 50. It has become. In the following description, “cranking” refers to rotating the engine output shaft 8 of the internal combustion engine 5 in the non-operating state with external power.

  In such a power output device 3, when both the internal combustion engine 5 and the motor 50 are in an inoperative state, the second clutch 22 is not supplied with hydraulic pressure from the oil pump 90 and is in a released state. The clutch 22 cannot be engaged by performing an engagement operation. In order to start the internal combustion engine 5, in order to transmit the mechanical power from the motor 50 to the engine output shaft 8, the second clutch 22 needs to be engaged. In order to perform the engaging operation of the second clutch 22, the power running of the motor 50 is started, and the rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as the rotor rotational speed), that is, the rotational speed of the second input shaft 28 is determined. The second clutch 22 cannot be engaged unless the hydraulic pressure supplied to the second clutch 22 from the oil pump 90 reaches the hydraulic pressure required for the engagement operation of the second clutch 22.

  However, when the rotation speed of the rotor of the motor 50 is increased to a predetermined speed and the hydraulic pressure supplied to the second clutch 22 reaches the hydraulic pressure necessary for the engagement operation, the engagement operation of the second clutch 22 is performed. Then, the second clutch 22 is engaged with a rotational speed difference between the second input shaft 28 coupled to the rotor 52 and rotating at a predetermined speed, and the engine output shaft 8 in a stationary state. Since the combined operation is performed, vibration due to the rotational speed difference may occur in the second clutch 22.

  Therefore, in the power output apparatus according to the present embodiment, the ECU as the control means sets the rotor rotational speed of the motor so that the detected hydraulic pressure is equal to or higher than a preset minimum operating pressure when starting the internal combustion engine. After the increase, the rotor rotational speed is reduced compared to the rotational speed at the time when the minimum operating pressure is reached, and the second clutch is brought into the engaged state. Hereinafter, a control process (hereinafter simply referred to as “start control”) related to the start of the internal combustion engine executed by the ECU while the vehicle is stopped will be described with reference to FIGS. 1, 4, and 5. FIG. 4 is a flowchart illustrating start control executed by the ECU. FIG. 5 is a timing chart showing the rotor rotational speed of the motor when the internal combustion engine is started.

  While the vehicle 1 is stopped, the internal combustion engine 5 and the motor 50 are inactive, and the engine output shaft 8 is stationary. Then, the ECU 100 determines that the internal combustion engine 5 needs to be started, for example, when the driver of the vehicle 1 instructs the start of the internal combustion engine 5 or when the storage state of the secondary battery 120 drops below a predetermined value. In the case where the engine is started or when a request for starting the internal combustion engine 5 is received from another control routine, the following start control is executed.

  Before the start control of the internal combustion engine 5 is started, the ECU 100 puts both the first clutch 21 and the second clutch 22 in a released state and also couples the coupling mechanisms 42e, 44e, 46e of the second transmission mechanism 40. Are all released. Thus, when the driving device 10 causes the motor 50 to power-run, the second input shaft 28 that engages with the rotor 52 rotates and the oil pump 90 is driven, but the mechanical power from the motor 50 is The two output shafts 48 are not transmitted.

  First, in step S <b> 102, the ECU 100 receives a request for starting the internal combustion engine 5, powers the motor 50, and generates oil pressure by the oil pump 90. The oil pump 90 starts to operate in response to the start of powering of the motor 50, that is, the rotation of the rotor 52 and the second input shaft 28. The timing at which the motor 50 starts running, that is, the timing at which the oil pump 90 starts to generate hydraulic pressure is shown in FIG. From this time T1, the ECU 100 increases the rotor rotational speed of the motor 50 and supplies hydraulic pressure from the oil pump 90 to the second clutch 22. As the rotor rotational speed of the motor 50 increases, the amount of oil supplied from the oil pump 90 to the second clutch 22 increases and the hydraulic pressure increases. The ECU 100 detects the hydraulic pressure supplied to the second clutch via the hydraulic sensor 96.

  In step S110, the ECU 100 determines whether or not the oil pressure detected by the oil pressure sensor 96, that is, the oil pressure supplied to the second clutch 22 is equal to or higher than a preset minimum operating pressure. Note that the minimum operating pressure is set to a hydraulic pressure at which the second clutch 22 can sufficiently engage. The minimum operating pressure is obtained in advance by a matching experiment or the like, and is stored in the ROM of the ECU 100 as a control constant.

  When it is determined that the hydraulic pressure supplied to the second clutch 22 is lower than the minimum operating pressure (No), the ECU 100 continues to increase the rotor rotational speed of the motor 50 and supplies the hydraulic pressure supplied to the second clutch 22. Raise it further.

  On the other hand, when it is determined that the hydraulic pressure supplied to the second clutch 22 has become equal to or higher than the minimum operating pressure (Yes), the ECU 100 decreases the rotor rotational speed in step S112. The ECU 100 starts to decrease the rotor rotational speed at time T2 when the hydraulic pressure supplied to the second clutch 22 reaches the minimum operating pressure. ECU 100 controls motor 50 so that the rotor rotational speed decreases as time elapses from time T2 when the minimum operating pressure is reached. In this way, after the time T2, the rotor rotational speed is lower than the rotor rotational speed S2 at the time T2. The decrease in the rotor rotational speed can be realized by the ECU 100 stopping the power running of the motor 50 or by braking the rotor 52 by causing the motor 50 to function as a generator.

  The ECU 100 engages the engine output shaft 8 and the second input shaft 28 by engaging the second clutch 22 at a time T3a when the rotor rotational speed is reduced to the preset clutch engagement rotational speed S1. (S114). From this time T3a, the mechanical power that the motor 50 outputs from the rotor 52 to the second input shaft 28 can be transmitted to the engine output shaft 8 via the second clutch 22.

  Note that the clutch engagement rotation speed S1 is the same even if the second input shaft 28 rotating at the rotation speed and the stationary engine output shaft 8 are engaged by the second clutch 22. The rotation speed is set so as not to cause vibration due to the difference in rotation speed between the engine 28 and the engine output shaft 8. The clutch engagement rotation speed S1 is obtained in advance by a fitting experiment or the like, and is stored in the ROM of the ECU 100 as a control constant.

  From this time point T3a, the ECU 100 increases the torque output from the motor 50, and rotationally drives the engine output shaft 8, that is, cranks (S116). The rotor rotational speed increases from time T3a.

  In step S118, the ECU 100 executes the firing control of the internal combustion engine 5. Specifically, at the time T4a when the engine rotation speed reaches a preset rotation speed, ignition of the in-cylinder mixture of the internal combustion engine 5 is started and an initial explosion is performed. Then, the internal combustion engine 5 is brought into an operating state in which mechanical power can be output from the engine output shaft 8.

  In this manner, the ECU 100 increases the rotor rotational speed of the motor 50 so that the hydraulic pressure supplied to the second clutch 22 is equal to or higher than the preset minimum operating pressure, and then sets the rotor rotational speed to the minimum operating pressure. Compared to the rotor rotational speed S2 at the time T2 reached. The ECU 100 reduces the clutch engagement rotation speed S1 set in advance to bring the second clutch 22 into the engaged state.

  Since the ECU 100 increases the rotor rotational speed until the hydraulic pressure becomes equal to or higher than the minimum operating pressure, the second clutch 22 can satisfactorily engage at this time T2. Thereafter, the ECU 100 lowers the rotor rotation speed from the rotor rotation speed S2 at the time T2 when the minimum operating pressure is reached to the clutch engagement rotation speed S1, thereby bringing the second clutch 22 into the engaged state. By reducing the rotor rotational speed in this way, the rotational speed difference between the second input shaft 28 and the engine output shaft 8 is smaller than that at the time T2, and the engagement operation of the second clutch 22 is performed. Vibration generated in the second clutch 22 due to the rotational speed difference can be suppressed.

  As described above, in this embodiment, the mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 is received by the second input shaft 28 engaged with the rotor 52, The second speed change mechanism 40 that can be shifted by any one of the plurality of shift speeds and can be transmitted from the second output shaft 28 to the vehicle propulsion shaft 66, and can be operated by receiving the hydraulic pressure of the minimum operating pressure. From the second clutch 22 that can engage the shaft 8 and the second input shaft 28, the oil pump 90 that can supply the hydraulic pressure generated according to the rotor rotational speed of the motor 50 to the second clutch 22, and the oil pump 90 The hydraulic pressure sensor 96 as a hydraulic pressure detection means capable of detecting the hydraulic pressure supplied to the second clutch 22, and the ECU 10 as a control means capable of controlling the engagement state of the second clutch 22 and the rotor rotational speed of the motor 50. And it has a door.

  When starting the internal combustion engine 5, the ECU 100 increases the rotor rotational speed so that the hydraulic pressure detected by the hydraulic sensor 96 is equal to or higher than a preset minimum operating pressure, and then sets the rotor rotational speed to the minimum rotational speed. Since the second clutch 22 is brought into the engaged state by lowering the rotor rotational speed S2 at the time T2 when the operating pressure is reached, the rotational speed difference between the second input shaft 28 and the engine output shaft 8 is An engagement operation of the second clutch 22 can be performed by creating a smaller state than when the minimum operating pressure is reached, and vibration generated in the second clutch 22 due to the rotational speed difference can be suppressed. .

  Further, in this embodiment, the rotor rotation speed of the motor 50 is reduced to the clutch engagement rotation speed S1 set in advance to bring the second clutch 22 into the engaged state. Performing a fitting experiment in advance and setting the clutch engagement rotational speed S1 to a value that does not cause vibration during the engagement operation of the second clutch 22, thereby generating the engagement operation of the second clutch 22. Vibration can be more reliably suppressed.

  The configuration of the power output apparatus according to this embodiment will be described with reference to FIG. FIG. 6 is a schematic diagram illustrating a schematic configuration of a vehicle including a power output device. In the power output apparatus according to the present embodiment, the internal combustion engine is provided with a starter motor capable of rotationally driving the engine output shaft, and the ECU as the control means operates the starter motor in response to the start request, and the engine The engine rotational speed increasing means for increasing the engine rotational speed, which is the rotational speed of the output shaft, is provided, and the rotor rotational speed and the engine rotational speed are substantially matched to bring the second clutch into an engaged state. The details will be described below. In addition, about the structure substantially common with Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The power output device 3B according to the present embodiment includes an internal combustion engine 5B and a drive device 10, and is mounted on the vehicle 1B. A starter motor 7 is mounted on the internal combustion engine 5B to drive the engine output shaft 8 to rotate. The output shaft 7 a of the starter motor 7 is engaged with the engine output shaft 8. The starter motor 7 is constituted by a wound DC motor, a so-called brushed DC motor, and the rotational speed of the output shaft 7a and the output torque are in an inversely proportional relationship. That is, it is possible to output higher torque as the rotational speed is lower. Switching between operation and non-operation of the starter motor 7 and the operation time are controlled by the ECU 100B. The ECU 100B can crank the internal combustion engine 5B without using the motor 50 by operating the starter motor 7 to rotationally drive the engine output shaft 8.

  Since the power output device 3B configured as described above may travel the vehicle with the internal combustion engine 5B in the non-operating state, the number of times of starting the internal combustion engine 5B is smaller than that of a motor having only the internal combustion engine as a prime mover. Often, the frequency of cranking is high. For this reason, if the cranking of the internal combustion engine 5B is performed using only the starter motor 7 which is a DC motor with a brush, there may be a problem in terms of durability of the starter motor 7.

  On the other hand, when cranking is performed using only the motor 50 with which the rotor 52 is engaged with the second input shaft 28 as in the first embodiment, the oil pressure required for the engagement operation of the second clutch 22 is supplied by the oil pump 90. Although the motor 50 provided as the prime mover does not output a high torque in a short time unlike the starter motor 7, the internal combustion engine 5B can be fired after the second clutch 22 is engaged. There is a problem that it takes time to increase the rotational speed of the engine output shaft 8 to a rotational speed that can be performed (hereinafter referred to as initial explosion rotational speed).

  In addition, when cranking is performed using only the motor 50, the rotor operating speed is increased so that the hydraulic pressure supplied to the second clutch 22 becomes equal to or higher than the preset minimum operating pressure, and then reaches the minimum operating pressure. Since it is necessary to lower the rotor rotational speed to the clutch engaging rotational speed set in advance from the time when the engine is engaged, it takes time until the second clutch 22 is engaged after receiving the start request of the internal combustion engine 5B. There is also a problem.

  Therefore, in the power output device 3B according to the present embodiment, the internal combustion engine 5B is performed by performing cranking by using the motor 50 provided as a prime mover in the drive device 10 and the starter motor 7 provided in the internal combustion engine 5B. Start. Hereinafter, the start control of the internal combustion engine executed by the ECU while the vehicle is stopped will be described with reference to FIGS. FIG. 7 is a flowchart showing start control executed by the ECU. FIG. 8 is a timing chart showing the rotor rotational speed of the motor and the engine rotational speed when the internal combustion engine is started.

  While the vehicle is stopped, the internal combustion engine 5B is in a non-operating state, and the engine output shaft 8 is stationary. The ECU 100B executes the following start control when it is determined that the internal combustion engine 5B needs to be started, or when a request for starting the internal combustion engine 5B is received from another control routine. Before the start control of the internal combustion engine 5B is started, the ECU 100 puts both the first clutch 21 and the second clutch 22 in a released state, and the coupling mechanisms 42e, 44e, 46e of the second transmission mechanism 40. Are all released.

  As shown in FIG. 7, first, in step S <b> 202, the ECU 100 </ b> B receives a start request for the internal combustion engine 5 </ b> B, powers the motor 50, and generates oil pressure by the oil pump 90. The timing at which the motor 50 starts running, that is, the timing at which the oil pump 90 starts to generate hydraulic pressure is shown in FIG. As the rotor rotational speed of the motor 50 increases, the hydraulic pressure received by the second clutch 22 increases.

  At this time T1, the ECU 100B receives a request for starting the internal combustion engine 5B, puts the starter motor 7 into an operating state, and starts cranking (S206). The starter motor 7 rotationally drives the engine output shaft 8 with mechanical power from the output shaft 7a. As a result, the engine speed of the internal combustion engine 5B increases from time T1 when the start request is received as shown in FIG.

  In step S210, the ECU 100B determines whether or not the hydraulic pressure received by the second clutch 22 is equal to or higher than a preset minimum operating pressure. When it is determined that the hydraulic pressure is lower than the minimum operating pressure (No), the ECU 100B continues to increase the rotor rotational speed of the motor 50 and further increases the hydraulic pressure received by the second clutch 22.

  On the other hand, when it is determined that the hydraulic pressure received by the second clutch 22 has become equal to or higher than the minimum operating pressure (Yes), the ECU 100B decreases the rotor rotational speed in step S212. The ECU 100B starts to decrease the rotor rotational speed at time T2 when the hydraulic pressure received by the second clutch 22 reaches the minimum operating pressure. ECU 100B controls motor 50 such that the rotor rotational speed decreases as time elapses from time T2 when the minimum operating pressure is reached.

  In step S214, the ECU 100B determines whether or not the engine rotational speed that has increased since time T1 and the rotor rotational speed that has decreased since time T2 have substantially matched. That is, the ECU 100B determines whether or not there is no difference in rotational speed between the second input shaft 28 engaged with the rotor 52 and the engine output shaft 8. When it is determined that the engine rotation speed and the rotor rotation speed do not yet coincide (No), the ECU 100B continues to decrease the rotor rotation speed of the motor 50 and increase the engine rotation speed due to the operation of the starter motor 7. .

  On the other hand, when it is determined that the engine rotation speed and the rotor rotation speed substantially coincide (Yes), the ECU 100B engages the engine output shaft 8 and the second input shaft 28 with the second clutch 22 engaged. (S216). From this time T3c, the mechanical power that the motor 50 outputs from the rotor 52 to the second input shaft 28 can be transmitted to the engine output shaft 8 via the second clutch 22.

  From this time T3c, the ECU 100B increases the torque output from the motor 50 (S218). In addition, the ECU 100B continues the operation of the starter motor 7 even after the time T3c. In this way, the ECU 100B rotationally drives the engine output shaft 8 by using the starter motor 7 and the motor 50 as the prime mover together after the time T3c when the second clutch 22 is engaged. After this time T3c, the rotor rotational speed and the engine rotational speed increase at the same speed.

  And it progresses to step S220 and ECU100B performs the firing control of the internal combustion engine 5B. Specifically, at the time T4c when the engine rotational speed reaches a preset firingable rotational speed, ignition (firing) of the in-cylinder mixture of the internal combustion engine 5 is started and an initial explosion is performed. Then, the internal combustion engine 5B is brought into an operating state in which mechanical power can be output from the engine output shaft 8.

  In this way, the ECU 100B operates the starter motor 7 in response to the start request, increases the engine rotational speed from time T1, and increases the rotor rotational speed of the motor 50 to time T2 when the minimum operating pressure is reached. After that time T2, the ECU 100B lowers the rotor rotational speed of the motor 50 until it substantially matches the engine rotational speed increased by the starter motor 7 ((time T3c), and then engages the second clutch 22. To.

  At this time point T3c, the engine output shaft 8 and the second input shaft 28 rotate at substantially the same rotational speed, and therefore vibration due to the rotational speed difference occurs even when the engagement operation of the second clutch 22 is performed. There is nothing. In addition, the time required from the time T2 when the supplied hydraulic pressure reaches the minimum operating pressure and the second clutch 22 becomes operable to the time T3c when the second clutch 22 is engaged can be shortened. .

  Then, from the time point T3c when the second clutch 22 is engaged, the engine output shaft 8 is combined with the starter motor 7 provided in the internal combustion engine 5B and the motor 50 provided in the drive device 10 as a prime mover. Cranking is performed by driving the rotation. Thereby, the time required from the time T3 when the second clutch 22 is engaged to the time T4c when the internal combustion engine 5B starts firing can be shortened.

  As described above, in the present embodiment, the internal combustion engine 5B is provided with the starter motor 7 capable of rotationally driving the engine output shaft 8, and the ECU 100B (control means) issues a request for starting the internal combustion engine 5B. In response to this, the starter motor 7 is operated to increase the rotational speed of the engine output shaft 8 (engine rotational speed), and the rotor rotational speed of the motor 50 substantially coincides with the engine rotational speed from the time T2 when the minimum operating pressure is reached. The second clutch 22 is brought into an engaged state after being lowered until it is.

  As a result, the driving device 10 performs the engaging operation of the second clutch 22 in a state where there is substantially no difference in rotational speed between the engine output shaft 8 and the second input shaft 28. The vibration generated in the second clutch 22 due to the difference can be prevented. In addition, it is possible to reduce the time required to reach the second clutch 22 after reaching the minimum operating pressure.

  In the present embodiment, after the second clutch 22 is engaged, the starter motor 7 and the motor 50 as the prime mover are used together to rotate the engine output shaft 8, so the second clutch After the engine 22 is brought into the engaged state, the engine rotational speed can be quickly increased, and the time required for starting the firing of the internal combustion engine 5B can be shortened.

  In the present embodiment, after the second clutch 22 is engaged, the motor 50 and the starter motor 7 are used together to increase the engine rotational speed to a firing possible rotational speed, thereby firing the internal combustion engine 5B. However, the starting mode of the internal combustion engine 5B is not limited to this. For example, when the engine rotation speed reaches the firing possible rotation speed until the rotor rotation speed of the motor 50 and the engine rotation speed substantially coincide with each other, the internal combustion engine is not brought into engagement without causing the second clutch 22 to be engaged. The firing may be started in 5B.

  In each of the above-described embodiments, the power output device (3; 3B) integrates mechanical power from the internal combustion engine (5; 5B) and the motor 50 and transmits it to the vehicle propulsion shaft 66. The aspect of the propulsion shaft according to the present invention is not limited to this. For example, the power output device may integrate mechanical power from the internal combustion engine and the motor and directly transmit the mechanical power to a drive shaft (drive shaft) that rotates at the same rotational speed as the drive wheels.

  Further, in each of the above-described embodiments, the first group of gears 31, 33, 35, 39 of the first transmission mechanism 30 is configured with an odd number of stages including a reverse gear, and the second transmission mechanism 40 has a first gear. Although the two groups of gears 42, 44, and 46 are configured as even-numbered gears, the configuration of the gears in the first and second transmission mechanisms is not limited to this. For example, the first group of gears of the first transmission mechanism may be configured as an even number and a reverse gear, and the second group of gears of the second transmission mechanism may be configured as an odd number of gears.

  In each of the above-described embodiments, the motor 50 provided as a prime mover in the power output device (3; 3B) is input with a function as an electric motor that converts supplied electric power into mechanical power and outputs it. Although the motor generator has a function as a generator that converts mechanical power into electric power, the motor according to the present invention is not limited to this. The motor as the prime mover is only required to output mechanical power to the input shaft of the speed change mechanism. For example, the motor may be configured as an electric motor having only a function of converting supplied power into mechanical power and outputting it.

  As described above, the power output apparatus according to the present embodiment is useful for a hybrid vehicle including an internal combustion engine and a motor as a prime mover, and particularly useful for a vehicle including a dual clutch transmission.

1 is a schematic diagram illustrating a schematic configuration of a vehicle including a power output device according to a first embodiment. It is a schematic diagram explaining the structure of the dual clutch mechanism which concerns on Example 1. FIG. FIG. 6 is a schematic diagram for explaining a structure of a dual clutch mechanism of a modified example according to the first embodiment. 3 is a flowchart illustrating start control executed by control means (ECU) of the power output apparatus according to the first embodiment. 3 is a timing chart showing the rotor rotational speed of the motor when the internal combustion engine according to Embodiment 1 is started. FIG. 6 is a schematic diagram illustrating a schematic configuration of a vehicle including a power output device according to a second embodiment. 7 is a flowchart showing start control executed by control means (ECU) of the power output apparatus according to the second embodiment. 6 is a timing chart showing a rotor rotational speed of a motor and an engine rotational speed when the internal combustion engine according to the second embodiment is started.

Explanation of symbols

1, 1B Vehicle 3, 3B Power output device 5, 5B Internal combustion engine 7 Starter motor 8 Engine output shaft 10 Drive device 20 Dual clutch mechanism 21 First clutch 22 Second clutch 27 First input shaft 28 Second input shaft 30 First Transmission mechanism 31, 33, 35, 39 Gear stage (shift stage)
37 1st output shaft 48 2nd output shaft 40 2nd speed change mechanism 42, 44, 46 Gear stage (speed stage)
50 Motor (motor generator)
52 rotor 58 power integrated gear 58e coupling mechanism 66 vehicle propulsion shaft (propulsion shaft)
70 Final Deceleration Device 80 Drive Shaft 88 Drive Wheel 90 Oil Pump 96 Oil Pressure Sensor 100, 100B Electronic Control Device (ECU, Control Unit) for Power Output Device

Claims (4)

A power output device comprising an internal combustion engine and a motor as a prime mover, capable of shifting mechanical power output from an engine output shaft of the internal combustion engine and a rotor of the motor to a propulsion shaft by shifting by a speed change mechanism,
A first speed change mechanism capable of receiving mechanical power from the engine output shaft by the first input shaft, shifting the speed by any one of a plurality of shift speeds, and transmitting the mechanical power from the first output shaft to the propulsion shaft;
A second speed change mechanism capable of receiving mechanical power from the engine output shaft and the rotor by the second input shaft, shifting the speed by any one of a plurality of shift stages, and transmitting the speed from the second output shaft to the propulsion shaft;
A first clutch capable of engaging the engine output shaft and the first input shaft;
A second clutch that can operate upon receiving a hydraulic pressure that is equal to or higher than a preset minimum operating pressure, and that can engage the engine output shaft and the second input shaft;
An oil pump capable of supplying hydraulic pressure generated in accordance with the rotational speed of the motor to the second clutch;
Oil pressure detecting means capable of detecting the oil pressure supplied from the oil pump to the second clutch;
Control means capable of controlling the engagement state of the second clutch and the rotor rotational speed of the motor;
Have
The control means
When starting the internal combustion engine,
After increasing the rotor rotational speed so that the hydraulic pressure detected by the hydraulic pressure detection means is equal to or higher than the minimum operating pressure,
A power output device characterized by lowering the rotor rotational speed compared to the rotor rotational speed at the time when the minimum operating pressure is reached, and bringing the second clutch into an engaged state. The power output apparatus according to claim 1, wherein
The control means
A power output device, wherein the rotor rotational speed of the motor is lowered to a clutch engaging rotational speed set in advance to engage the second clutch. The power output apparatus according to claim 1, wherein
The internal combustion engine is provided with a starter motor capable of rotationally driving the engine output shaft,
The control means
In response to the start request, the starter motor is operated to increase the engine speed,
The power output device characterized by lowering the rotor rotational speed of the motor until it substantially coincides with the engine rotational speed to engage the second clutch. In the power output device according to claim 3,
The control means
After the second clutch is engaged, the engine output shaft is driven to rotate by using both the starter motor and the motor as the prime mover.

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