JP2009137451A - Vehicle drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle drive unit capable of performing cranking of an internal combustion engine by transmitting mechanical power from a rotor of a motor provided as a prime mover to an engine output shaft without performing engaging and releasing actions of the clutch. <P>SOLUTION: A drive unit 10 of a hybrid vehicle 1 includes a first clutch 21 capable of engaging the engine output shaft 8 with a first input shaft 27 of a first transmission mechanism 30, and a second clutch 22 capable of engaging the engine output shaft 8 with a second input shaft 28 of a second transmission mechanism 40. The second clutch 22 is constituted of a normally-closed clutch, and is in an engaged state when operation force for operating engaging and releasing actions of the second clutch 22 is not applied. The drive unit 10 rotationally drives the engine output shaft 8 without performing engaging and releasing actions of the second clutch 22 by not selecting any one of shift stages 42, 44, 46 of the second transmission mechanism 40 while releasing the first clutch 21 to perform power running of a motor 50. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is used for a vehicle including 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 can be shifted by a speed change mechanism and transmitted to drive wheels. The present invention relates to a vehicle drive device.

  2. Description of the Related Art In recent years, in a vehicle transmission, in order to eliminate interruption of transmission of mechanical power at the time of shifting, a first transmission mechanism configured with a first group of shift stages and a shift stage other than the first group are used. Two transmission mechanisms including a second transmission mechanism composed of two groups of shift stages are provided, and further includes an input shaft of the first transmission mechanism (hereinafter referred to as a first input shaft) and an output shaft of the internal combustion engine (hereinafter referred to as a first input shaft). A first clutch capable of engaging with the engine output shaft, and a second clutch capable of engaging with the input shaft of the second speed change mechanism (hereinafter referred to as the second input shaft) and the engine output shaft. It is known that a so-called dual clutch transmission is used that shifts by alternately switching these two clutches.

  Further, in a vehicle including an internal combustion engine (engine) and a motor generator (hereinafter simply referred to as “motor”) as a prime mover, at least one of a first input shaft and a second input shaft of a dual clutch transmission, A vehicle drive device to which a motor (a rotor of the motor) is coupled has been proposed (see, for example, Patent Documents 1 and 2).

  Further, in Patent Document 3 below, a hydraulic pressure is generated by the rotation of a rotating shaft (rotor) of a motor coupled to an input shaft of a transmission, and the hydraulic pressure is applied to a first clutch and a 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 switch between an engaged state and a released state of the clutch. It is described that the hydraulic pressure necessary for the operation (hereinafter referred to as “engagement / release operation”) is secured.

JP 2003-79005 A JP 2006-118590 A JP 2007-15679 A

  By the way, in the vehicle drive device in which the rotor of the motor is coupled to the second input shaft of the dual clutch type transmission as in Patent Documents 1 and 2, the second input shaft is connected to the rotor in order to start the internal combustion engine. Therefore, it is required to perform so-called cranking, in which the mechanical power output to the engine is transmitted to the engine output shaft of the internal combustion engine via the second clutch to rotate the engine output shaft.

  When the above-mentioned second clutch is a clutch operated by a hydraulic actuator, in order to engage / release the clutch, hydraulic pressure is supplied to the actuator in advance before starting cranking of the internal combustion engine. There is a need. However, while a hybrid vehicle having an internal combustion engine and a motor as a prime mover is stopped (hereinafter referred to as vehicle stopped), the motor is inactive, and the rotor and the member engaged therewith are rotated. Therefore, when the technique of Patent Document 3 is applied, before starting cranking of the internal combustion engine, the mechanical oil pump is driven to supply the second clutch with the hydraulic pressure necessary for the engaging operation. It is not possible.

  In addition, although it can be considered that the hydraulic pressure is supplied to the above-described clutch using an electric oil pump or the second clutch is configured as an electromagnetic clutch, the hydraulic pressure is supplied as in Patent Document 3. Compared with a configuration in which a clutch that is operated and a mechanical oil pump that supplies hydraulic pressure are combined, there are problems in terms of the number of parts and cost.

  Therefore, in the hybrid vehicle having the dual clutch transmission as described above, when the internal combustion engine is cranked, the motor rotor can be operated without performing the engagement / release operation of the second clutch. There is a demand for a technique for cranking an internal combustion engine by transmitting the mechanical power of the engine to an engine output shaft.

  The present invention has been made in view of the above, and transmits mechanical power from a rotor of a motor provided as a prime mover to an engine output shaft without performing engagement / disengagement operation of a clutch. An object of the present invention is to provide a vehicle drive device capable of cranking an engine.

  In order to achieve the above object, a vehicle drive apparatus according to the present invention is used in a vehicle including an internal combustion engine and a motor as a prime mover, and is mechanically output from an engine output shaft of the internal combustion engine and a rotor of the motor. A vehicle drive device capable of shifting power by a speed change mechanism and transmitting it to drive wheels, receiving mechanical power from an engine output shaft by a first input shaft, and by any one of a plurality of shift stages The first speed change mechanism capable of shifting and transmitting the power to the drive wheels, and mechanical power from the engine output shaft and the rotor are received by the second input shaft engaged with the rotor, and any one of the plurality of speed stages A second speed change mechanism capable of shifting to one of the driving wheels, a first clutch capable of engaging the engine output shaft and the first input shaft, an engine output shaft and a second input shaft. A second clutch engageable with the second clutch. Wherein the operating force for operating the engagement / release operation of the second clutch is configured to be engaged when not acting.

  In the vehicle drive device according to the present invention, the first clutch is configured to be in a released state when an operating force for operating the engagement / release operation of the first clutch is not acting. Can do.

  The vehicle drive device according to the present invention includes control means capable of controlling the selection of the shift speed in the second speed change mechanism and the power running of the motor, and the control means performs cranking of the internal combustion engine while the vehicle is stopped. In addition, it is possible to power the motor in a state in which no gear stage is selected in the second transmission mechanism.

  The vehicle drive apparatus according to the present invention includes a control unit capable of controlling selection of a gear position in the first and second transmission mechanisms, an engaged / released state of the first clutch, and a power running of the motor. When starting the vehicle, the second speed change mechanism may be in a state in which no gear stage is selected, and the motor is powered to engage the first clutch.

  In the vehicle drive device according to the present invention, the shift stage of the first speed change mechanism includes the first speed gear stage that is the lowest speed side shift stage, and the control means sets the first speed stage when starting the vehicle. The first speed gear stage can be selected from the gear stages of the transmission mechanism.

  According to the present invention, the second clutch is configured to be in the engaged state when the operating force for operating the engagement / release operation of the second clutch is not applied. The engine output shaft can be operated without engaging / disengaging the second clutch by setting the gear stage of the second transmission mechanism to a non-selected state and releasing the first clutch to power the motor. Can be rotationally driven.

  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 structure of the hybrid vehicle and drive device which concern on a present Example is demonstrated using FIGS. 1-3. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle and a drive device. FIG. 2 is a schematic diagram showing a structure of a dual clutch mechanism provided in the drive device. FIG. 3 is a schematic diagram showing the structure of a modified dual clutch mechanism.

  The hybrid vehicle 1 includes an internal combustion engine 5 and a motor generator 50 (hereinafter simply referred to as “motor”) as a prime mover for rotationally driving the drive wheels 88. The motor 50 is included in the driving device 10 that shifts mechanical power from the internal combustion engine 5 and transmits the mechanical power to the vehicle propulsion shaft 66. The internal combustion engine 5 is coupled with the drive device 10 including the motor 50 and mounted on the hybrid vehicle 1. The hybrid vehicle 1 is provided with a hybrid vehicle electronic control device 100 (hereinafter referred to as ECU) as control means for controlling the internal combustion engine 5 and the drive device 10.

  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.

  Further, the hybrid vehicle 1 is a power transmission device that transmits mechanical power from the internal combustion engine 5 and the motor 50 as a prime mover to the drive wheels 88, and the mechanical power from the engine output shaft 8 and the motor 50 is shifted to torque. A drive device 10 is provided that can output toward the drive shaft 80 by changing the angle.

  The drive device 10 uses either the first clutch 21 or the second clutch 22 to transmit mechanical power from the engine output shaft 8 of the internal combustion engine 5 to a transmission mechanism described later, and the internal combustion engine 5. From the first output shaft 37, the mechanical power transmitted from the first clutch 21 is received by the first input shaft 27 and shifted by any one of the first stage gears. The first transmission mechanism 30 capable of transmitting to the shaft 66 and the mechanical power transmitted from the internal combustion engine 5 through the second clutch 22 are received by the second input shaft 28, and any of the second group of gears The second transmission mechanism 40 that can be transmitted from the second output shaft 48 to the vehicle propulsion shaft 66, and the mechanical power transmitted to the vehicle propulsion shaft 66 is decelerated and applied to the drive wheels 88. Final reduction distributed to right and left drive shafts 80 And a device 70.

  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 gear stage in the reverse direction and the reverse gear stage. 39. 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 stage 31, a third speed gear stage 33, and the like. The fifth speed gear stage 35 and the reverse gear stage 39 are included. Of the forward shift speeds 31, 33, 35 of the first speed change mechanism 30, the fifth speed gear stage 35 is the highest speed shift stage.

  The first speed gear stage 31 includes a pair of gears, and is provided to be rotatable around a first speed main gear 31 a that is a fixed gear coupled to the first input shaft 27 and a first output shaft 37. And a first speed counter gear 31c which is a loose gear meshing with the first speed main gear 31a. The first speed change mechanism 30 is provided with a first speed coupling mechanism 31e corresponding to the first speed gear stage 31 and capable of engaging the first speed counter gear 31c and the first output shaft 37. ing.

  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.

  The third speed gear stage 33 is composed of a gear pair, and is provided to be rotatable around a third speed main gear 33 a that is a fixed gear coupled to the first input shaft 27 and a first output shaft 37. And a third speed counter gear 33c which is a loose gear meshing with the third speed main gear 33a. The first speed change mechanism 30 is provided with a third speed coupling mechanism 33e corresponding to the third speed gear stage 33 and capable of engaging the third speed counter gear 33c and the first output shaft 37. ing.

  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 shift the mechanical power received from the first input shaft 27 by the third speed gear stage 33 and change the torque to be transmitted to the first output shaft 37.

  The fifth speed gear stage 35 is composed of a gear pair and is rotatable about a first speed shaft 37 and a fifth speed main gear 35 a that is a fixed gear coupled to the first input shaft 27. And a fifth speed counter gear 35c, which is a loose gear meshing with the fifth speed main gear 35a. The first speed change mechanism 30 is provided with a fifth speed coupling mechanism 35e corresponding to the fifth speed gear stage 35 and capable of engaging the fifth speed counter gear 35c and the first output shaft 37. ing.

  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 39a that is a fixed gear coupled to the first input shaft 27, a reverse intermediate gear 39b that meshes with the reverse main gear 39a, and a reverse intermediate gear 39b, and a first output shaft 37. And a reverse counter gear 39c which is a loose gear provided so as to be rotatable around the center. The first transmission mechanism 30 is provided with a reverse coupling mechanism 39e that can engage the reverse counter gear 39c and the first output shaft 37 corresponding to the reverse gear stage 39.

  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.

  A first drive gear 37 c is coupled to the first output shaft 37 of the first transmission mechanism 30, and the first drive gear 37 c meshes with the power integrated gear 58. A vehicle propulsion shaft 66 is coupled to the power integration gear 58. The vehicle propulsion shaft 66 is engaged with a drive shaft 80 to which drive wheels 88 are coupled via a final reduction gear 70 described later. That is, the first output shaft 37 of the first transmission mechanism 30 is engaged with the drive shaft 80 and the drive wheels 88.

  As described above, the switching of the coupling mechanisms 31e, 33e, 35e, and 39e in the first transmission mechanism 30 between the engaged state and the released state (non-engaged state) is controlled by the ECU 100 via the actuator (not shown). The When selecting any one of the shift speeds 31, 33, 35, 39 of the first transmission mechanism 30, the ECU 100 engages the coupling mechanism corresponding to the selected shift speed, The coupling mechanism corresponding to the speed stage not selected in the first speed change mechanism 30 is set to the released state. As a result, the first transmission mechanism 30 shifts the mechanical power received by the first input shaft 27 at the selected shift speed, transmits it to the first output shaft 37, and outputs it to the drive shaft 80. It is possible.

  Further, when the ECU 100 does not select any of the gear stages 31, 33, 35, 39 of the first transmission mechanism 30, the coupling mechanisms 31e, 33e, 35e, 39e of the first transmission mechanism 30 are all released. Thereby, the first transmission mechanism 30 can block transmission of mechanical power between the first input shaft 27 and the first output shaft 37.

  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 includes a fourth speed gear stage 44 and a sixth speed gear stage 46. A rotor 52 of a motor 50 described later is coupled to the input shaft 28 (hereinafter referred to as a second input shaft) of the second transmission mechanism 40.

  The second speed gear stage 42 includes a pair of gears, and is provided to be rotatable around a second speed main gear 42 a that is a fixed gear coupled to the second input shaft 28 and a second output shaft 48. And a second speed counter gear 42c which is a loose gear meshing with the second speed main gear 42a. The second speed change mechanism 40 is provided with a second speed coupling mechanism 42e corresponding to the second speed gear stage 42 and capable of engaging the second speed counter gear 42c and the second output shaft 48. ing.

  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 composed of a pair of gears, and is provided to be rotatable about a fourth speed main gear 44 a that is a fixed gear coupled to the second input shaft 28 and a second output shaft 48. And a fourth speed counter gear 44c which is a loose gear meshing with the fourth speed main gear 44a. The second speed change mechanism 40 is provided with a fourth speed coupling mechanism 44e corresponding to the fourth speed gear stage 44 and capable of engaging the fourth speed counter gear 44c with the second output shaft 48. ing.

  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 composed of a gear pair, and is provided so as to be rotatable about a sixth speed main gear 46 a that is a fixed gear coupled to the second input shaft 28 and a second output shaft 48. And a sixth speed counter gear 46c which is a loose gear meshing with the sixth speed main gear 46a. The second speed change mechanism 40 is provided with a sixth speed coupling mechanism 46e corresponding to the sixth speed gear stage 46 so that the sixth speed counter gear 46c and the second output shaft 48 can be engaged.

  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.

  A second drive gear 48 c is coupled to the second output shaft 48 of the second speed change mechanism 40, and the second drive gear 48 c meshes with the power integrated gear 58. A vehicle propulsion shaft 66 is coupled to the power integrated gear 58, and the vehicle propulsion shaft 66 is engaged with a drive shaft 80 coupled to the drive wheels 88 via a final reduction device 70 described later. That is, the second output shaft 48 of the second transmission mechanism 40, the drive shaft 80, and the drive wheels 88 are engaged.

  As described above, switching of the coupling mechanisms 42e, 44e, 46e in the second transmission mechanism 40 between the engaged state and the released state (non-engaged state) is controlled by the ECU 100 via the actuator (not shown). When the ECU 100 selects any one of the shift stages 42, 44, 46 of the second transmission mechanism 40, the ECU 100 sets the coupling mechanism corresponding to the selected shift stage to the engaged state and sets the second shift stage. The coupling mechanism corresponding to the gear stage not selected in the mechanism 40 is set to the released state. As a result, the second speed change mechanism 40 shifts the mechanical power received by the second input shaft 28 at the selected speed, transmits it to the second output shaft 48, and outputs it to the drive shaft 80. Is possible.

  Further, when the ECU 100 does not select any of the gear stages 42, 44, 46 of the second transmission mechanism 40, the coupling mechanisms 42e, 44e, 46e of the second transmission mechanism 40 are all released. Thereby, the second speed change mechanism 40 can block transmission of mechanical power between the second input shaft 28 and the second output shaft 48.

  Further, the drive device 10 of the hybrid vehicle 1 transmits a mechanical power output from the engine output shaft 8 by 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 that is a friction clutch device capable of engaging the engine output shaft 8 and the first input shaft 27 of the first speed change mechanism 30, and the engine output shaft 8 and the second speed change. The second clutch 22 is a friction clutch device capable of engaging with the second input shaft 28 of the mechanism 40. The first clutch 21 and the second clutch 22 may be a wet multi-plate clutch or a dry single-plate clutch.

  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. When the first clutch 21 is engaged, the engine output shaft 8 and the first input shaft 27 can be engaged and rotate together.

  The first clutch 21 is engaged / released by a hydraulic actuator (not shown) or the like. When the operating force for operating the engagement / release operation of the first clutch 21 by the actuator is not applied, the first clutch 21 is configured to be in a released state, and is a so-called normally open type clutch. It has become.

  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 second clutch 22 is engaged / released by a hydraulic actuator (not shown) or the like. The second clutch 22 is configured to be in an engaged state when an operating force for operating the engagement / release operation of the second clutch 22 by the actuator is not applied, and is of a so-called normally closed type. It is a clutch.

  Switching between the engaged state and the released state (non-engaged 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. Transmission to either one of the first transmission mechanism 30 and the second transmission mechanism 40 is possible.

  Here, an example of a detailed structure of the dual clutch mechanism 20 including the first clutch 21 and the second clutch 22 will be described with reference to FIG. 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 an inner shaft is configured to be longer in the axial direction than the first input shaft 27 that is an outer shaft. First, main gears 31 a, 33 a, 35 a, 39 a of the respective gear stages of the first transmission mechanism 30 are arranged from the engine output shaft 8 side toward the drive wheel 88 side, and then the second transmission mechanism 40. Main gears 42a, 44a, 46a of the respective speed stages are provided.

  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 similarly coupled to the end of the second input shaft 28. The friction plates 27 a and 28 a are accommodated in the above-described clutch housing 14 a and constitute the first clutch 21 and the second clutch 22.

  The first clutch 21 has a friction counterpart plate (not shown) provided on the clutch housing 14a so as to face the friction plate 27a, and an actuator (not shown) for operating the friction counterpart plate. The actuator operates the engagement / release operation of the first clutch 21.

  In the first clutch 21, the friction counterpart plate is biased in a direction opposite to the direction in contact with the friction plate 27 a by a “spring” (biasing member) (not shown). That is, in the first clutch 21, when the operating force by the actuator is not acting, the friction plate 27 a and the clutch housing 14 a are not engaged, and power is transmitted between the first input shaft 27 and the engine output shaft 8. Is in a “released state” where is blocked. Various types of springs such as a diaphragm spring and a coil spring can be used as the “spring” as such an urging member.

  In the first clutch 21, when the friction counterpart plate is operated by the actuator, the friction counterpart plate is pressed against the friction plate 27a, and the friction plate 27a and the clutch housing 14a are engaged. That is, the first clutch 21 is coupled to the first input shaft 27 coupled to the friction plate 27a and the clutch housing 14a when an operation force for operating the engagement / release operation of the first clutch 21 by the actuator is applied. The engine output shaft 8 is engaged.

  On the other hand, when the friction counterpart plate is not operated by the actuator, that is, when the operating force for operating the engagement / release operation of the first clutch 21 is not acting on the first clutch 21, the friction counterpart plate is A disengaged state in which power transmission between the first input shaft 27 coupled to the friction plate 27a and the engine output shaft 8 coupled to the clutch housing 14a is urged so as not to contact the friction plate 27a and the engine output shaft 8 coupled to the clutch housing 14a. Become. In this way, the first clutch 21 is configured to be in the released state when the operating force for operating the engagement / release operation of the first clutch 21 by the actuator is not acting.

  Similar to the first clutch 21, the second clutch 22 includes a friction mating plate (not shown) provided in the clutch housing 14a so as to face the friction plate 28a, and an actuator (not shown) for operating the friction mating plate. ). The actuator operates the engagement / release operation of the second clutch 22.

  In the second clutch 22, the friction counterpart plate is biased so as to contact the friction plate 28 a by a “spring” (biasing member) (not shown). That is, in the second clutch 22, when the operating force by the actuator is not acting, the friction plate 28 a and the clutch housing 14 a are engaged, and the second input shaft 28 and the engine output shaft 8 are engaged. " Various types of springs such as a diaphragm spring and a coil spring can be used as the “spring” as such an urging member.

  In the second clutch 22, when the friction counterpart plate is operated by the actuator, the friction counterpart plate is separated from the friction plate 28 a, and the power transmission between the friction plate 28 a and the clutch housing 14 a is interrupted. That is, the second clutch 22 is coupled to the second input shaft 28 coupled to the friction plate 28a and the clutch housing 14a when an operation force for operating the engagement / release operation of the second clutch 22 by the actuator is applied. A disengaged state, in which the power transmission with the engine output shaft 8 is interrupted, is established.

  On the other hand, when the friction counterpart plate is not operated by the actuator, that is, when the operating force for operating the engagement / release operation of the second clutch 22 is not acting on the second clutch 22, the friction counterpart plate is The second input shaft 28 urged to contact the friction plate 28a and the engine output shaft 8 coupled to the clutch housing 14a is engaged with the second input shaft 28 coupled to the friction plate 28a. In this way, the second clutch 22 is configured to be in an engaged state when an operating force for operating the engagement / release operation of the second clutch 22 by the actuator is not acting.

  In the detailed structure of the dual clutch mechanism 20 described above, 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. The detailed structure of the mechanism 20 is not limited to this. For example, as shown in FIG. 3, the first input shaft 27 and the second input shaft 28 may be arranged to extend in parallel with a predetermined interval. In the dual clutch mechanism 20 of this modification, a 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 mechanism such as a friction clutch, and the first clutch 21 is not operated by an operating force for operating the engagement / release operation. In contrast, the second clutch 22 is configured to be in an engaged state when no operating force is applied. 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.

  The ECU 100 controls the engagement / release state of the first and second clutches 21, 22, that is, the operating force for operating the engagement / release operation of the first and second clutches 21, 22 by the actuator.

  The drive device 10 of the hybrid vehicle 1 is provided with a motor 50 as a prime mover. The motor 50 has a function as an electric motor that converts supplied electric power into mechanical power and outputs it, and a rotating electric machine that has a function as an electric generator that converts input mechanical power into electric power and recovers it, This is a so-called motor generator. The motor 50 is composed of a permanent magnet AC synchronous motor, and receives a three-phase AC power supplied from an inverter 110, which will be described later, to form a rotating magnetic field, and a rotor that is attracted to the rotating magnetic field and rotates. And the rotor 52. The motor 50 is provided with a resolver (not shown) that detects the rotational angle position of the rotor 52, and sends a signal related to the rotational angle position of the rotor 52 to the ECU 100.

  The rotor 52 of the motor 50 is coupled to the second input shaft 28 of the second transmission mechanism 40, and the mechanical power (torque) output from the rotor 52 by the motor 50 is the second input shaft of the second transmission mechanism 40. 28. That is, the rotor 52 of the motor 50 and the second input shaft 28 of the second transmission mechanism 40 are engaged. Further, the motor 50 can convert mechanical power (torque) transmitted from the drive wheels 88 to the rotor 52 via the second output shaft 48 into AC power and collect it in the secondary battery 120. Yes.

  In addition, between the 2nd input shaft 28 and the rotor 52, the speed reduction mechanism which decelerates the rotational speed of the rotor 52 and transmits to the 2nd input shaft 28, the rotational speed of the rotor 52 is shifted, and the 2nd input shaft It is also possible to provide a speed change mechanism for transmitting to 28.

  In the following description, the fact that the motor 50 functions as an electric motor and the motor 50 outputs mechanical power from the rotor 52 is referred to as “power running”. On the other hand, the motor 50 is caused to function as a generator, and mechanical power transmitted from the driving wheel 88 to the rotor 52 of the motor 50 is converted into electric power and recovered. The braking of the rotation of the rotor 52 and the member (for example, the drive wheel 88) engaged therewith is referred to as “regenerative braking”. The ECU 100 controls power running and regenerative braking by the motor 50, that is, switching of the function of the motor 50 as an electric motor / generator.

  The hybrid vehicle 1 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.

  Further, the drive device 10 of the hybrid vehicle 1 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. Is provided. The final reduction gear 70 includes a drive pinion 68 coupled to the vehicle propulsion shaft 66, and a differential mechanism 74 in which the drive pinion 68 and the ring gear 72 mesh with each other at right angles. 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 distributed to the shaft 80 and coupled to the drive shaft 80 can be rotationally driven.

  In the hybrid vehicle 1, the internal combustion engine 5 and the motor 50, the speed change operations in the first and second speed change mechanisms 30 and 40, and the engagement / release states of the first and second clutches 21 and 22 are coordinated. ECU100 is provided as a control means to control. The ECU 100 relates to a signal related to the rotational angle position of the engine output shaft 8 (hereinafter referred to as a crank angle), a signal related to the state of charge (SOC) of the secondary battery 120, and the rotational angle position of the rotor 52 of the motor 50. A signal or the like is detected. Further, the ECU 100 engages / releases the gears selected in the first transmission mechanism 30 and the second transmission mechanism 40, that is, the coupling mechanisms 31e to 46e, and the engagement between the first and second clutches 21 and 22. Detect / disconnect state. Further, the ECU 100 detects a signal related to an operation amount of an accelerator pedal (not shown) and a signal related to an operation amount of a brake pedal (not shown), which are operated by a driver.

  Based on these signals, the ECU 100 calculates 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 torque output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine load), and the motor. Motor rotational speed which is the rotational speed of 50 rotors 52, torque output by the motor 50 from the rotor 52 (hereinafter referred to as motor output torque), traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed), two The storage state of the secondary battery 120 and the like are included.

  Based on these control variables, the ECU 100 knows the operating states of the internal combustion engine 5 and the motor 50. The ECU 100 performs a shifting operation in the first and second transmission mechanisms 30, 40, that is, an engagement / release state of each coupling mechanism 31e to 46e, and an engagement / release state of the first clutch 21 and the second clutch 22, that is, The operating force for operating the engagement / release operation of the first clutch 21 and the second clutch 22 can be controlled. Further, the ECU 100 can control the motor output torque and the motor rotation speed, and the engine load and the engine rotation speed of the internal combustion engine 5.

  In the vehicle drive device 10 configured as described above, the ECU 100 selects any one of the first speed stages 31, 33, 35, 39 of the first speed change mechanism 30, and the corresponding cup. The engine output shaft 8 is connected to the first input shaft 27 and the first output shaft 37 by setting the ring mechanism to the engaged state, further bringing the first clutch 21 to the engaged state and releasing the second clutch 22. The drive shaft 80 is engaged via the power integrated gear 58, the vehicle propulsion shaft 66, and the final reduction gear 70. As a result, the first speed change mechanism 30 receives the mechanical power output from the engine output shaft 8 of the internal combustion engine 5 by the first input shaft 27, and shifts (odd number) 31, 33, 35, and reverse It is possible to change the torque at the selected gear stage among the gear stages 39, change the torque, and output the torque toward the drive shaft 80 engaged with the drive wheels 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the second output shaft 48 of the second transmission mechanism 40 via the power integration gear 58. When the ECU 100 selects any one of the second speed stages 42, 44, 46 of the second speed change mechanism 40 and puts the corresponding coupling mechanism into the engaged state, the power integration gear 58 The mechanical power transmitted from the second output shaft 48 to the second output shaft 48 is shifted by the selected gear among the gears (even-numbered gears) 42, 44, 46 of the second transmission mechanism 40, and is transmitted to the second input shaft 28. The rotor 52 of the motor 50 is rotated by being transmitted. When the ECU 100 does not select any of the gear stages 42, 44, 46 of the second transmission mechanism 40, that is, when all of the coupling mechanisms 42e, 44e, 46e of the second transmission mechanism 40 are in the released state, the second Power transmission is interrupted between the output shaft 48 and the second input shaft 28, and the rotation of the drive wheels 88 is not transmitted to the second input shaft 28.

  On the other hand, the ECU 100 selects any one of the second speed stages 42, 44, 46 of the second speed change mechanism 40 and puts the corresponding coupling mechanisms 42e, 44e, 46e into an engaged state. Further, the engine output shaft 8 is made to be the second input shaft 28, the second output shaft 48, the power integrated gear 58, the vehicle by bringing the second clutch 22 into the engaged state and releasing the first clutch 21. The drive shaft 80 is engaged via the propulsion shaft 66 and the final reduction gear 70. As a result, the second speed change mechanism 40 receives the mechanical power output from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 by the second input shaft 28, and each speed stage (even number stage) 42. , 44, and 46, the speed is changed at a selected speed, the torque is changed, and the output can be output toward the drive shaft 80 engaged with the drive wheel 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the first output shaft 37 of the first transmission mechanism 30 via the power integration gear 58. The ECU 100 selects any one of the first gear stages 31, 33, 35, 39 of the first transmission mechanism 30, and puts the corresponding coupling mechanisms 31e, 33e, 35e, 39e into an engaged state. The mechanical power transmitted from the power integrated gear 58 to the first output shaft 37 is selected from among the shift stages (odd stages) 31, 33, 35 and the reverse gear stage 39 of the first transmission mechanism 30. The speed is changed by the shift speed and transmitted to the first input shaft 27 to rotate the first input shaft 27. Note that when the ECU 100 does not select any of the gear stages 31, 33, 35, and 39 of the first transmission mechanism 30, that is, the coupling mechanisms 31e, 33e, 35e, and 39e of the first transmission mechanism 30 are all in a released state. Sometimes, power transmission is interrupted between the first output shaft 37 and the first input shaft 27, and the rotation of the drive wheels 88 is not transmitted to the first input shaft 27.

  In the hybrid vehicle 1 configured as described above, the transmission of power between the engine output shaft 8 and the drive wheels 88 is interrupted at the time of shifting by alternately connecting the first clutch 21 and the second clutch 22. The details can be 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 gear stages 31, 33, 35, 39 of the first transmission mechanism 30, the ECU 100 sets the first speed cup corresponding to the first speed gear stage 31. The ring mechanism 31e is brought into the engaged state, and the other coupling mechanisms 33e, 35e, 39e are brought into the released state. Then, the ECU 100 puts 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 is the first selected shift stage among the first stage (odd number) shift stages 31, 33, 35. The speed is changed by the first gear 31 and transmitted from the first output shaft 37 to the drive shaft 80, so that the drive wheels 88 can be rotationally driven.

  At this time, the ECU 100 is one speed higher (high gear) side than the first speed gear 31 which is the speed selected in the first speed change mechanism 30 among the speeds 42, 44, 46 of the second speed change mechanism 40. The second input gear 28 of the second speed change mechanism 40 is idled by selecting the second speed gear stage 42 that is the first speed change stage and bringing the corresponding second speed coupling mechanism 42e into the engaged state. In this manner, a gear shifting operation from the first speed gear stage 31 to the second speed gear stage 42, that is, an engagement / release operation of the first clutch 21 and the second clutch 22 is prepared.

  Then, when performing a shift (upshift) from the first speed gear stage 31 of the first transmission mechanism 30 to the second speed gear stage 42 of the second transmission mechanism 40, the ECU 100 places the first clutch 21 in the released state. 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 manner, the driving device 10 shifts from the first speed gear stage 31 that is the odd speed stage to the speed stage of the first transmission mechanism 30, that is, the second speed gear that is the even speed stage of the second transmission mechanism 40. At the time of shifting to the stage 42, it is possible to shift without causing any interruption in power transmission from the engine output shaft 8 to the drive shaft 80.

  Next, a control process (hereinafter referred to as cranking control) related to cranking of the internal combustion engine while the vehicle is stopped in the hybrid vehicle according to the present embodiment will be described with reference to FIG.

  First, when the vehicle is stopped, the ECU 100 does not select any of the gear stages 42, 44, 46 in the second transmission mechanism 40, that is, the coupling mechanisms 42e, 44e, 46e corresponding to the gear stages 42, 44, 46, respectively. Are all released, and power transmission between the second input shaft 28 and the second output shaft 48 is interrupted.

  At this time, the operating force for operating the engagement / release operation of the second clutch 22 by the actuator is not acting, and the second clutch 22, which is a normally closed clutch, is in an engaged state. The engine output shaft 8 is engaged with the rotor 52 of the motor 50 via the second clutch 22 and the second input shaft 28.

  On the other hand, the first clutch 21, which is a normally open clutch, is in a released state without operating force for operating the engagement / release operation of the first clutch 21 by the actuator. Power transmission between the engine output shaft 8 and the first input shaft 27 is cut off.

  Thus, the rotor 52 of the motor 50 and the engine output shaft 8 are the stationary drive wheels 88 and the rotating members (for example, the first output shaft 37 and the second output shaft 48) engaged therewith. Regardless of this, it is possible to rotate together.

  In response to a request to start the internal combustion engine 5 while the vehicle is stopped, the ECU 100 causes the motor 50 to power. The mechanical power output from the rotor 52 of the motor 50 to the second input shaft 28 is transmitted from the second clutch 22 to the engine output shaft 8 and rotationally drives the engine output shaft 8. In this way, the ECU 100 can perform cranking for starting the internal combustion engine 5 while the drive wheels 88 are stationary.

  Next, a control process (hereinafter simply referred to as “motor start control”) related to the start by the motor in the hybrid vehicle according to the present embodiment will be described with reference to FIG.

  First, when the vehicle is stopped, the ECU 100 causes the second speed change mechanism 40 to select none of the speed stages 42, 44, 46 and transmit power between the second input shaft 28 and the second output shaft 48. Cut off. At this time, since the second clutch 22 is in an engaged state with no operating force acting, the engine output shaft 8 and the rotor 52 of the motor 50 are engaged and can rotate integrally. Yes.

  In addition, the ECU 100 selects the first speed gear stage 31 in the first transmission mechanism 30 to bring the corresponding coupling mechanism 31e into the engaged state and put the first clutch 21 into the engaged state. The ECU 100 applies an operating force to the first clutch 21 by an actuator to bring the first clutch 21 into an engaged state and engage the engine output shaft 8 and the first input shaft 27.

  As described above, the first and second clutches 21 and 22 are both engaged, and the first speed gear mechanism 31 is selected in the first speed change mechanism 30, so that the rotor 52 of the motor 50 is driven by the engine. The output shaft 8, the first input shaft 27, the first output shaft 37, and the drive wheel 88 are engaged. In the second speed change mechanism 40, power transmission between the second input shaft 28 and the second output shaft 48 is interrupted, so that no double meshing of the gear occurs in the drive device 10. At this time, the first and second clutches 21 and 22 may be half-engaged.

  Then, ECU 100 receives a request to start hybrid vehicle 1 while the vehicle is stopped, and causes motor 50 to power. The mechanical power output from the rotor 52 of the motor 50 to the second input shaft 28 is transmitted to the first input shaft 27 via the engaged first and second clutches 21 and 22. The mechanical power transmitted from the rotor 52 of the motor 50 to the first input shaft 27 is shifted by the first speed gear 31 and transmitted from the first output shaft 37 to the vehicle propulsion shaft 66, and is transmitted by the final reduction gear 70. The drive wheels 88 are rotationally driven by being distributed to the left and right drive shafts 80. In this way, the ECU 100 can shift the mechanical power from the rotor 52 of the motor 50 by the shift speed of the first transmission mechanism 30 and transmit it to the drive wheels 88 to start the hybrid vehicle 1. The hybrid vehicle 1 may be started by putting the first clutch 21 into an engaged state or a semi-engaged state after the power running of the motor 50 is started.

  The control method for starting the hybrid vehicle 1 can be started not only by the above-described motor but also using an internal combustion engine as a prime mover. After starting the internal combustion engine 5 by performing the above-described cranking control, the ECU 100 causes the first clutch 21 to be engaged so that the mechanical power from the engine output shaft 8 is supplied from the first clutch 21 to the first input. The hybrid vehicle 1 can be started by transmitting to the shaft 27, shifting by the first transmission mechanism 30, and transmitting to the drive wheel 88.

  As described above, the vehicle drive device 10 according to the present embodiment receives the mechanical power from the engine output shaft 8 by the first input shaft 27, and any of the plurality of shift stages 31, 33, 35, 39 is used. The first transmission mechanism 30 that can be shifted by one of them and transmitted to the drive wheels 88, and the second input shaft 28 that engages the mechanical power from the engine output shaft 8 and the rotor 52 with the rotor 52. The second speed change mechanism 40 that can be shifted by any one of the plurality of speed stages 42, 44, 46 and transmitted to the drive wheels 88, the engine output shaft 8, the first input shaft 27, The second clutch 22 includes a first clutch 21 that can engage the engine output shaft 8 and the second input shaft 28, and the second clutch 22 is engaged with the second clutch 22. When the operating force for operating the combination / release operation is not applied, That was assumed to be formed by a so-called normally closed type clutch.

  Thus, when the vehicle drive device 10 puts the gears 42, 44, 46 of the second speed change mechanism 40 into a state in which none of the gears 42, 44, 46 are selected and the first clutch 21 is in a released state, The engine output shaft 8 can be driven to rotate without engaging / disengaging the second clutch 22.

  In the present embodiment, the first clutch 21 is a so-called normally open clutch that is in a released state when an operating force for operating the engagement / release operation of the first clutch 21 is not applied. Therefore, the first and second clutches 21 and 22 can be engaged / released simply by powering the motor 50 with none of the gears 42, 44, and 46 of the second transmission mechanism 40 selected. The engine output shaft 8 can be rotationally driven without performing an operation. In addition, the mechanical power output from the motor 50 to the second input shaft 28 can be obtained by simply selecting any one of the gear stages 31, 33, 35, 39 of the first transmission mechanism 30. The first transmission shaft 27 can be transmitted to the first input shaft 27 via the first and second clutches 21, 22, and can be shifted to the driving wheel 88 by the shift speed of the first transmission mechanism 30.

  In addition, even if the actuator that operates the engagement / release operation of the first clutch 21 and the second clutch 22 does not operate for some reason, the first clutch 21 is in the released state. , 40, any gear is selected, and even if the coupling mechanism corresponding to the gear is in the engaged state, double engagement of the gear does not occur in the drive device 10.

  In this embodiment, the ECU 100 is provided as a control means capable of controlling the selection of the gear position in the second transmission mechanism 40 and the power running of the motor 50. The ECU 100 starts the internal combustion engine 5 while the vehicle is stopped. In addition, since the motor 50 is powered by the second speed change mechanism 40 in a state in which none of the gear positions is selected, the motor 50 can be operated without engaging / disengaging the first and second clutches 21 and 22. The engine output shaft 8 can be rotationally driven by transmitting the mechanical power from the second clutch 22 to the engine output shaft 8. Thereby, the internal combustion engine 5 can be started in a state where the hybrid vehicle 1 is stopped without performing the engagement / release operation of the first and second clutches 21 and 22.

  In the present embodiment, the ECU 100 serves as a control means capable of controlling the selection of the shift speed in the first and second transmission mechanisms 30 and 40, the engaged / released state of the first clutch 21, and the power running of the motor 50. When starting the vehicle, the ECU 100 sets the second speed change mechanism 40 so as not to select any of the shift speeds, and causes the motor 50 to run to bring the first clutch 21 into the engaged state. The mechanical power from the motor 50 is transmitted to the first input shaft 27 via the first and second clutches 21 and 22 simply by performing the engaging operation for bringing the first clutch 21 into the engaged state. The speed can be changed by the speed change mechanism 30 and transmitted to the drive wheels 88. Thereby, it is possible to start the hybrid vehicle 1 by selectively using only the motor 50.

  Note that when starting the vehicle, the ECU 100 puts the second speed change mechanism 40 into a state in which no speed change stage is selected, selects any one of the speed changes of the first speed change mechanism 30, and the first speed change mechanism 30. By making the clutch 21 engaged and powering the motor 50, mechanical power from the motor 50 is transmitted to the first input shaft 27 via the first and second clutches 21 and 22, and The speed can be changed by the speed of the first speed change mechanism 30 and transmitted to the drive wheels 88. As a result, the mechanical power of the motor 50 is shifted by the first transmission mechanism 30 and transmitted to the drive wheels 88 only by performing the engaging operation for bringing the first clutch 21 into the engaged state. You can start.

  In the present embodiment, the gear stages 31, 33, 35, 39 of the first transmission mechanism 30 include the first gear stage 31 that is the lowest gear stage, and the ECU 100 as the control means is When starting the vehicle, the first gear 31 is selected from among the gears of the first speed change mechanism 30, so that the mechanical power from the motor 50 is supplied to the first and second speed change mechanisms 30, The speed can be reduced at the gear stage having the largest speed reduction ratio among the 40 to increase the torque and transmitted to the drive wheels 88. Thus, the hybrid vehicle 1 can be started with good responsiveness by the mechanical power from the motor 50.

  In this embodiment, the motor 50 provided as a prime mover functions as an electric motor that converts supplied electric power into mechanical power and outputs it, and a generator that converts input mechanical power into electric power. However, the motor according to the present invention is not limited to this. The motor as the prime mover is only required to be able to output mechanical power from the rotor to the input shaft of the speed change mechanism. For example, the motor may be configured by an electric motor having only a function of converting supplied power into mechanical power and outputting it.

  In the present embodiment, the first speed change mechanism 30 transmits the mechanical power received by the first input shaft 27 from the first output shaft 37 to the power integrated gear 58 that engages with the drive wheels 88, The speed change mechanism 40 transmits the mechanical power received by the second input shaft 28 from the second output shaft 48 to the power integrated gear 58. However, the first speed change mechanism 30 and the second speed change mechanism 40 are different from each other. However, the present invention is not limited to this. The first speed change mechanism 30 and the second speed change mechanism 40 only need to be able to transmit the mechanical power received by the input shafts 27 and 28 to the drive wheels 88, for example, the first speed change mechanism 30 and the second speed change mechanism 40, for example. The speed change mechanism 40 may transmit mechanical power received by the first input shaft 27 and the second input shaft 28 to a common output shaft that engages with the drive wheels 88, respectively.

  In the present embodiment, the vehicle drive device 10 transmits mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 to at least one of the first transmission mechanism 30 and the second transmission mechanism 40. The first transmission mechanism 30 and the second transmission mechanism 40 are transmitted from the power integrated gear 58 to the drive wheels 88 via the vehicle propulsion shaft 66 and the differential mechanism 74 of the final reduction gear 70. The mode of power transmission from the drive wheel 88 toward the drive wheel 88 is not limited to this. In the drive device 10, the first speed change mechanism 30 and the second speed change mechanism 40 only need to be able to transmit the mechanical power received by the first input shaft 27 and the second input shaft 28 to the drive wheels 88, respectively. For example, the power integrated gear 58 or the first and second drive gears 37c and 48c engaged with the power integrated gear 58 may directly drive the ring gear 72 of the differential mechanism 74.

  As described above, the present invention is useful for a hybrid vehicle including an internal combustion engine and a motor as a prime mover and including a dual clutch transmission, and in particular, an input shaft of one of the two transmission mechanisms. It is useful for a hybrid vehicle in which the rotor of the motor is engaged.

1 is a schematic diagram illustrating a schematic configuration of a hybrid vehicle according to an embodiment. It is a schematic diagram explaining the structure of the dual clutch mechanism which concerns on a present Example. It is a schematic diagram explaining the structure of the dual clutch mechanism of the modification concerning a present Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Drive apparatus (vehicle drive apparatus)
DESCRIPTION OF SYMBOLS 20 Dual clutch mechanism 21 1st clutch 22 2nd clutch 27 1st input shaft 28 2nd input shaft 30 1st transmission mechanism 31,33,35,39 Gear stage (speed stage, gear pair)
37 First output shaft 40 Second transmission mechanism 42, 44, 46 Gear stage (gear stage, gear pair)
48 Second output shaft 50 Motor (motor generator)
52 Motor rotor 58 Power integrated gear 66 Vehicle propulsion shaft 70 Final reduction device 80 Drive shaft 88 Drive wheel 100 Electronic control device (ECU, control means) of vehicle drive device

Claims (5)

A vehicle drive device that is used in a vehicle having an internal combustion engine and a motor as a prime mover, and that is capable of shifting mechanical power output from an engine output shaft of the internal combustion engine and a rotor of the motor to a drive wheel through a transmission mechanism. Because
A first speed change mechanism capable of receiving mechanical power from an engine output shaft by a first input shaft, shifting the speed by any one of a plurality of shift speeds, and transmitting it to drive wheels;
A second input shaft that receives mechanical power from the engine output shaft and the rotor by a second input shaft that engages with the rotor, can be shifted by any one of a plurality of shift stages, and can be transmitted to the drive wheels. A transmission mechanism;
A first clutch capable of engaging the engine output shaft and the first input shaft;
A second clutch capable of engaging the engine output shaft and the second input shaft;
With
The vehicle drive device, wherein the second clutch is configured to be in an engaged state when an operating force for operating an engagement / release operation of the second clutch is not acting. The vehicle drive device according to claim 1,
The first clutch is configured to be in a disengaged state when an operating force for operating an engagement / release operation of the first clutch is not applied. The vehicle drive device according to claim 2,
Control means capable of controlling the selection of the gear position in the second speed change mechanism and the power running of the motor;
The control means
A vehicle drive device characterized in that, when cranking the internal combustion engine while the vehicle is stopped, the second speed change mechanism causes the motor to power in a state in which no gear stage is selected. The vehicle drive device according to claim 2,
Control means capable of controlling the selection of the shift speed in the first and second transmission mechanisms, the engaged / released state of the first clutch, and the power running of the motor;
The control means
A vehicle drive device, wherein when the vehicle is started, the second speed change mechanism is in a state in which no gear stage is selected, and the motor is powered to engage the first clutch. The vehicle drive device according to claim 4,
The shift speed of the first speed change mechanism includes a first speed gear that is the lowest speed shift speed.
The control means
A vehicle drive apparatus characterized by selecting a first gear among the gears of the first transmission mechanism when starting the vehicle.

Images