JP2009179208A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control technology for a hybrid vehicle that can reduce the load of a friction brake device when the hybrid vehicle with a dual clutch type transmission runs at a crawl. <P>SOLUTION: The hybrid vehicle 1 has a first clutch 21 capable of engaging an engine output shaft 8 and a first input shaft 27 of a first speed-change mechanism 30, and a second clutch 22 capable of engaging the engine output shaft 8 and a second input shaft 28 of a second speed-change mechanism 40. For running at a crawl, an ECU 100 puts the first clutch 21 in the engaging state to shift mechanical power from the engine output shaft 8 by the first speed-change mechanism 30 and to transmit it to driving wheels, and puts the second clutch 22 in an engaging state or a half-engaging state while not selecting any of speed-change stages 42, 44, 46 of the second speed-change mechanism 40 while actuating a motor 50 as a generator to apply regenerative braking torque to the driving wheels 88R, 88L. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator as a prime mover, and more particularly to a control technology for a hybrid vehicle including a dual clutch transmission.

  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 Patent Document 1 below, in an automobile equipped with an engine and a motor generator as a prime mover, a vehicle speed (hereinafter simply referred to as “setting”) is set by controlling an actuator of a brake device by controlling an actuator of a brake device. A traveling control technique for traveling according to a vehicle speed) is disclosed. The travel control device of Patent Literature 1 detects whether or not the vehicle is traveling on a rough road or a curved road, and changes the set vehicle speed according to the degree.

  In addition, in Patent Document 2 below, in order to suppress the occurrence of brake fading and vapor lock, when the traveling road surface of the vehicle has a downward slope that continues for a predetermined distance or more, it is controlled by a foot brake (friction brake). There is disclosed a vehicle control technique for reducing power and causing a generator to perform a regenerative operation to improve braking force by regenerative braking.

JP 2004-175356 A JP 2005-138816 A

  By the way, in recent years, when driving on an off-road (bad road) or a slippery road surface, when the driver operates the switch to the on state, the mechanical power from the internal combustion engine and the work transmitted to the friction brake device are transmitted. It is known to perform so-called crawl traveling, in which power is automatically controlled and the vehicle is driven according to a preset vehicle speed when the accelerator operation and the brake are not operated by the driver.

  Further, in a hybrid vehicle having an internal combustion engine and a motor generator (hereinafter simply referred to as a “motor”) as a prime mover, in recent years, a shift that changes the mechanical power output from the engine output shaft of the internal combustion engine and the rotor of the motor. A mechanism provided with a dual clutch transmission has been proposed. For example, Japanese Unexamined Patent Application Publication No. 2002-204504 proposes a hybrid vehicle in which a rotor of a motor is engaged with one of a first input shaft and a second input shaft of a dual clutch transmission.

  In the hybrid vehicle configured as described above, when the above-described crawl traveling is performed, it is necessary to instantaneously suppress the rotational speed fluctuation of the driving wheel, and thus the friction brake device instantaneously generates a relatively large frictional force. There is a need. When the friction brake device momentarily generates a large frictional force, a relatively loud sound may be generated.

  Further, during crawl running, it is necessary to increase or decrease the operating force transmitted to the friction brake device at a high frequency, and the temperature of friction members such as brake pads and rotor disks constituting the friction brake device increases. There is a problem that it becomes easy. In addition, since the frequency of operating the brake actuator or the like that transmits the operating force to the friction brake device increases, there is a problem that the temperature of the brake actuator is likely to rise. If the crawl travel is stopped before the brake system parts such as the friction brake device are overheated, there is a problem that the crawl travel cannot be continued for a long time.

  Therefore, in a hybrid vehicle equipped with a dual clutch type transmission as described above, when performing crawl travel, the drive wheel and the rotor are engaged with each other and the motor is operated as a generator to brake the drive wheel. There is a demand for a technique that reduces the load applied to the friction brake device by using braking and suppresses the noise generated from the friction brake device and the temperature rise of brake system components.

  The present invention has been made in view of the above, and provides a hybrid vehicle control technique capable of reducing the load of the friction brake device when a hybrid vehicle equipped with a dual clutch transmission performs crawl traveling. The purpose is to do.

  In order to achieve the above object, a hybrid vehicle according to the present invention includes an internal combustion engine that outputs mechanical power from an engine output shaft, a motor generator that operates as a generator and can brake a rotor, and an engine output shaft. The first input shaft receives the mechanical power of the first gear, the first speed change mechanism capable of shifting the speed by any one of a plurality of shift speeds and transmitting it to the drive wheels, the mechanical output shaft and the mechanical force from the rotor Power is received by a second input shaft that engages with the rotor, and a second speed change mechanism that is capable of shifting gears by any one of a plurality of shift speeds and transmitting the power to drive wheels, an engine output shaft, A first clutch capable of engaging one input shaft, a second clutch capable of engaging an engine output shaft and a second input shaft, a friction brake device capable of braking a drive wheel by friction force, Engaged / released state of the second clutch and the first and second clutches And a control means capable of controlling the selection of the gear position in the speed change mechanism and the operation of the motor generator, and engaging the drive wheel and the rotor and operating the motor generator as a generator to brake the drive wheel. Performing braking and crawl traveling capable of traveling according to a preset set vehicle speed when the vehicle speed is equal to or lower than a predetermined determination vehicle speed and the driver does not perform an accelerator operation or a brake operation. When the crawl traveling is performed, the control means engages the first clutch, shifts the mechanical power from the engine output shaft by the first transmission mechanism, and transmits it to the drive wheels. At the same time, the second speed change mechanism of the second speed change mechanism is not selected, and the second clutch is engaged or semi-engaged and the motor By actuating the over data as a generator, characterized in that the action of the regenerative braking torque to the drive wheels.

  In the hybrid vehicle according to the present invention, the control means determines that the actual regenerative torque that acts on the rotor by operating the motor generator as a generator while the second clutch is engaged from the disengaged state is set in advance. After reaching the torque, the engagement force of the second clutch can be adjusted so that the time increase rate of the actual regenerative torque is lower than before reaching the determination torque.

  In the hybrid vehicle according to the present invention, the control means includes a braking request determination means for determining whether or not the driver is required to brake the vehicle at a vehicle deceleration greater than or equal to a predetermined value. When it is determined that the vehicle is required to be braked at the deceleration, the second clutch can be changed from the released state to the engaged state without adjusting the engaging force.

  The hybrid vehicle according to the present invention includes vehicle deceleration detection means capable of detecting vehicle deceleration, and the braking request determination means has a predetermined value when the detected vehicle deceleration exceeds a predetermined determination deceleration. It can be determined that it is required to brake the vehicle at the above vehicle deceleration.

  According to the present invention, when performing the crawl travel, the control means engages the first clutch, shifts the mechanical power from the engine output shaft by the first transmission mechanism and transmits it to the drive wheels. In a state where none of the gear stages of the second speed change mechanism is selected, the second clutch is engaged or semi-engaged, and the motor generator is operated as a generator to apply regenerative braking torque to the drive wheels. Therefore, the friction braking torque applied to the drive wheels by operating the friction brake device can be reduced. Thereby, the load concerning a friction brake device can be reduced and the sound and temperature rise which arise from a friction brake device 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 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 88R and 88L. The motor 50 is included in the drive device 10 that shifts the mechanical power from the internal combustion engine 5 and transmits the mechanical power to the drive wheels 88R and 88L. 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 an electronic control device 100 (hereinafter referred to as ECU) for a hybrid vehicle as a control means for controlling the internal combustion engine 5 and the drive device 10. The ECU 100 is provided with a ROM (not shown) as storage means for storing various control constants.

  The internal combustion engine 5 is a heat engine that converts fuel energy into mechanical power by combustion and outputs it, and is a piston reciprocating engine. 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 (hereinafter referred to as a crank angle) of the engine output shaft 8, and sends a signal related to the crank angle to the ECU 100. Yes.

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

  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. The mechanical power transmitted from the first clutch 21 through the first clutch 21 is received by the first input shaft 27 and shifted by any one of the first group of gears 31, 33, 35, 39 for propulsion. The first transmission mechanism 30 that can be transmitted to the shaft 66 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 second gear stages 42 and 44 are received. , 46 and the second transmission mechanism 40 that can be transmitted to the propulsion shaft 66 and the mechanical power transmitted to the propulsion shaft 66 are decelerated and associated with the drive wheels 88R and 88L, respectively. Right and left drive shafts 80R, 8 And a final reduction gear 70 to be distributed to L. That is, the dual clutch transmission includes the dual clutch mechanism 20, the first transmission mechanism 30, and the second transmission mechanism 40.

  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. In the first speed change mechanism 30, the first speed gear 31 is the lowest speed among the forward speeds 31, 33, and 35.

  The first speed gear stage 31 is composed of a pair of gears, and is provided to be rotatable around a first speed main gear 31a coupled to the first input shaft 27 and a first output shaft 37. A first speed counter gear 31c meshing with the main gear 31a is provided. 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 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 that meshes with the main gear 33a is provided. 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 provided rotatably about a fifth speed main gear 35a coupled to the first input shaft 27 and a first output shaft 37. A fifth speed counter gear 35c meshing with the fifth speed main gear 35a is provided. 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 the reverse main gear 39 a coupled to the first input shaft 27, the reverse intermediate gear 39 b meshed with the reverse main gear 39 a, and the reverse intermediate gear 39 b, and rotates around the first output shaft 37. And a reverse counter gear 39c which is a loosely provided gear. 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 propulsion shaft 66 is coupled to the power integrated gear 58. The propulsion shaft 66 is engaged with drive shafts 80R and 80L to which drive wheels 88R and 88L are coupled, respectively, via a final reduction device 70 described later. That is, the first output shaft 37 of the first transmission mechanism 30 is engaged with the drive shafts 80R and 80L and the drive wheels 88R and 88L.

  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 the mechanical power to the first output shaft 37, and toward the drive shafts 80R and 80L. It is possible to output.

  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. In the second speed change mechanism 40, the second speed gear stage 42 is the lowest speed stage among the speed stages 42, 44, and 46.

  The second speed gear stage 42 is composed of a pair of gears, and is provided so as to be rotatable about a second speed main gear 42 a coupled to the second input shaft 28 and a second output shaft 48. A second speed counter gear 42c meshing with the main gear 42a is provided. 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 gear pair, and is provided rotatably around a fourth speed main gear 44a coupled to the second input shaft 28 and a second output shaft 48. A fourth speed counter gear 44c that meshes with the main gear 44a is provided. 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 rotatably around a sixth speed main gear 46a coupled to the second input shaft 28 and a second output shaft 48. And a sixth counter gear 46c that meshes with the 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 propulsion shaft 66 is coupled to the power integrated gear 58, and the propulsion shaft 66 engages with drive shafts 80R and 80L coupled to the drive wheels 88R and 88L via a final reduction device 70 described later. ing. That is, the second output shaft 48 of the second transmission mechanism 40 is engaged with the drive shafts 80R and 80L and the drive wheels 88R and 88L.

  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 shift speed, transmits it to the second output shaft 48, and outputs it to the drive shafts 80R and 80L. It is possible to do.

  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 rotate together, and mechanical power from the engine output shaft 8 is transmitted to the gear stage 31 of the first transmission mechanism 30. , 33, 35, 39 can be shifted and transmitted toward the drive wheels 88R, 88L. That is, the first clutch 21 is provided corresponding to the gear stages 31, 33, 35, 39 of the first transmission mechanism 30.

  On the other hand, like the first clutch 21, the second clutch 22 is configured by a friction type 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 possible to combine them. By bringing the second clutch 22 into the engaged state, the engine output shaft 8 and the second input shaft 28 rotate together, and mechanical power from the engine output shaft 8 is transmitted to the gear stage 42 of the second transmission mechanism 40. , 44, 46 can be shifted and transmitted to the drive wheels 88R, 88L. That is, the second clutch 22 is provided corresponding to the gear stages 42, 44, 46 of the second transmission mechanism 40.

  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 31a, 33a, 35a, 39a of the first speed change mechanism 30 are arranged from the engine output shaft 8 side toward the drive wheels 88R, 88L, and then the second speed change mechanism. Main gears 42a, 44a, and 46a of 40 shift 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 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.

  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.

  Each of the first and second clutches 21 and 22 can be configured by an arbitrary clutch mechanism such as a 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. The engagement / release state of the first and second clutches 21 and 22 is controlled by the ECU 100.

  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 constituted by a permanent magnet type AC synchronous motor, and receives a supply of three-phase AC power 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. 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, in the drive device 10, the second of the first input shaft 27 and the second input shaft 28 provided corresponding to the first transmission mechanism 30 and the second transmission mechanism 40 constituting the dual clutch transmission, respectively. The input shaft 28 is engaged with the rotor 52 of the motor 50. In addition, the motor 50 can convert mechanical power (torque) transmitted from the drive wheels 88R and 88L to the rotor 52 via the second output shaft 48 into AC power and collect it in the secondary battery 120. It has become.

  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”. In contrast, the drive wheels 88R and 88L are engaged with the rotor 52 and the motor 50 is caused to function as a generator, so that the mechanical power transmitted from the drive wheels 88R and 88L to the rotor 52 of the motor 50 is converted into electric power. The conversion and recovery, and braking of the rotation of the rotor 52 and the members (for example, the drive wheels 88R and 88L) engaged therewith by the rotational resistance generated in the rotor 52 at this time are referred to as “regenerative braking”. That is, the hybrid vehicle 1 can perform regenerative braking in which the driving wheels 88R and 88L are engaged with the rotor 52 and the motor 50 is operated as a generator to brake the driving wheels 88R and 88L.

  Further, by performing the above-described regenerative braking, the torque in the rotational direction for braking the hybrid vehicle 1 acting on the drive shafts 80R and 80L and the drive wheels 88R and 88L engaged with the rotor 52 of the motor 50 is expressed as “regenerative braking torque”. ". 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 and regenerative braking torque.

  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, in the drive device 10 of the hybrid vehicle 1, the mechanical power transmitted from the prime mover to the propulsion shaft 66 is decelerated and distributed to the left and right drive shafts 80R and 80L engaged with the drive wheels 88R and 88L, respectively. A final reduction gear 70 is provided. The final reduction gear 70 includes a drive pinion 68 coupled to the 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 device 70 decelerates mechanical power transmitted from at least one of the prime mover, that is, the internal combustion engine 5 and the motor 50 to the propulsion shaft 66 by the drive pinion 68 and the ring gear 72, and the right and left drive shafts by the differential mechanism 74. The drive wheels 88R and 88L which are distributed to 80R and 80L and are respectively coupled to the drive shafts 80R and 80L can be rotationally driven.

  In addition, the hybrid vehicle 1 is provided with a battery monitoring unit (not shown) that detects the state of charge (SOC) of the secondary battery 120 that supplies power to the motor 50. A signal related to the storage state of the secondary battery 120 is sent to the ECU 100. Further, the hybrid vehicle 1 is provided with a plurality of wheel speed sensors (not shown) for detecting the rotational speeds of the drive wheels 88R and 88L, respectively, and signals relating to the detected rotational speeds of the drive wheels 88R and 88L are provided. This is sent to a brake ECU 140 described later.

  Further, the hybrid vehicle 1 is provided with a brake pedal 144 as an input mechanism for performing a brake operation by the driver. The brake pedal 144 is braked by the driver treading on the tread surface thereof. The brake pedal 144 is provided with a brake pedal stroke sensor 146 that detects an operation amount (hereinafter referred to as a brake operation amount), and sends a signal related to the detected brake operation amount to a brake ECU 140 described later. Yes.

  Further, in the vicinity of the drive wheels 88R and 88L of the hybrid vehicle 1, friction brake devices 90R and 90L for braking the rotation of the drive wheels 88R and 88L by generating a friction force on members engaged with the drive wheels 88R and 88L are provided. Is provided. The friction brake devices 90R and 90L include, for example, a disc brake as shown in FIG. 1, and a rotor disk 92 that is a friction member that rotates with the left and right drive wheels 88R and 88L, that is, the drive shafts 80R and 80L, and a hybrid vehicle The brake caliper 94 is fixed to 1 and receives a hydraulic pressure from a brake actuator 130, which will be described later, and the wheel cylinder operates. The brake caliper 94 is attached to the brake caliper 94 and is a friction member capable of sliding contact with the rotor disk 92. And have. The brake caliper 94 is provided with a wheel cylinder (not shown) that transmits an operating force from a brake actuator 130 described later and presses the brake pad 95.

  In the friction brake devices 90R and 90L, the wheel cylinder of the brake caliper 94 presses the brake pad 95, and the brake pad 95 sandwiches the rotor disk 92, thereby generating a frictional force between the brake pad 95 and the rotor disk 92. Let By this friction force, the friction brake devices 90R and 90L convert the rotational kinetic energy of the drive wheels 88R and 88L, that is, the propulsion energy of the hybrid vehicle 1 into heat energy by braking the rotation of the drive wheels 88R and 88L, respectively. The braking force can be applied to the hybrid vehicle 1.

  In this embodiment, the friction brake devices 90R and 90L are disc brakes, but the mode of the friction brake device is not limited to this. The driving wheel can be braked by the frictional force and can be applied as long as it can be controlled by the ECU 100. For example, other types of friction braking devices such as a drum type brake can be used.

  Further, the hybrid vehicle 1 has an electronically controlled brake (Electronically Controlled) that independently controls the operating force transmitted to the wheel cylinders of the friction brake devices 90R and 90L in accordance with the operation amount of the brake pedal 144. Brake, ECB) is used. The ECB is a kind of full power hydraulic brake in which the operating force is transmitted to the wheel cylinders of the friction brake devices 90R, 90L by hydraulic pressure and can generate the operating force without using human power. Based on the brake operation amount detected by 146 and the vehicle running state, it is possible to adjust the operating force transmitted to the wheel cylinder for each wheel. The ECB has a brake actuator 130 and a brake ECU 140.

  The brake actuator 130 adjusts the operating force transmitted to the friction brake devices 90R, 90L by increasing or decreasing the pressure of the brake fluid transmitted to the friction brake devices 90R, 90L (hereinafter simply referred to as “hydraulic pressure”). The brake actuator 130 includes a plurality of electric pumps (not shown) that generate hydraulic pressure, accumulators (not shown) that store the generated hydraulic pressure, and hydraulic pressures that are transmitted to the friction brake devices 90R and 90L, respectively. It consists of a solenoid valve (not shown).

  The brake actuator 130 adjusts the hydraulic pressure generated by the pump motor and accumulated in the pressure accumulator with an electromagnetic valve for each of the friction brake devices 90R and 90L. The adjusted hydraulic pressure is transmitted from the brake actuator 130 to the friction brake devices 90R and 90L via brake lines (indicated by a one-dot chain line in FIG. 1). The hydraulic pressure transmitted from the brake actuator 130 to each friction brake device 90R, 90L is controlled by a brake ECU 140 described later.

  The hybrid vehicle 1 is provided with a brake electronic control device (hereinafter referred to as a brake ECU) 140 as a control means for controlling the brake actuator 130 and the friction brake devices 90R and 90L. The brake ECU 140 is provided with a ROM as storage means for storing control constants. The brake ECU 140 detects a signal related to the brake operation amount from the brake pedal stroke sensor 146, a signal related to the rotational speed of the drive wheels 88R and 88L from the wheel speed sensor described above, and the like. In addition, the brake ECU 140 is configured to be able to exchange signals related to these control variables with the ECU 100, and obtains a signal related to travel of the hybrid vehicle 1 from the ECU 100.

  Based on these signals, the brake ECU 140 determines the actual rotational speed of each of the drive wheels 88R and 88L (hereinafter simply referred to as “wheel speed”), a target value of the wheel speed (hereinafter referred to as target wheel speed), The amount of brake operation, the actual travel speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed), the target value of the vehicle speed (hereinafter referred to as target vehicle speed), and the like are calculated as control variables. The brake ECU 140 is configured to be able to control the operation of the brake actuator 130 in accordance with the calculated or acquired control variable. That is, the brake ECU 140 can control the frictional force generated in the friction brake devices 90R and 90L via the brake actuator 130.

  In the following description, the operation of the friction brake devices 90R and 90L to brake the rotation of the drive shafts 80R and 80L and the drive wheels 88R and 88L engaged therewith by the friction force is referred to as “friction braking”. I write. In addition, by causing the friction brake devices 90R and 90L to perform friction braking, respectively, the hybrids act on the drive shafts 80R and 80L and the drive wheels 88R and 88L engaged with the rotor disk 92 of the friction brake devices 90R and 90L, respectively. The torque in the rotational direction for braking the vehicle 1 is referred to as “friction braking torque”. Friction braking by the friction brake devices 90R and 90L, that is, switching between the operation / non-operation state of the friction brake devices 90R and 90L and the friction braking torque acting on the drive wheels 88R and 88L, respectively, are controlled by the ECU 100 via the brake ECU 140. The

  In the hybrid vehicle 1 configured as described above, the ECU 100 selects any one of the first speed stages 31, 33, 35, and 39 of the first speed change mechanism 30, and the corresponding coupling mechanism. Is engaged, and the first clutch 21 is further engaged and the second clutch 22 is disengaged, so that the engine output shaft 8 has the first input shaft 27, the first output shaft 37, the power The drive shafts 80R and 80L are engaged via the integrated gear 58, the 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 according to the selected gear stage among the gear stages 39, change the torque, and output it toward the drive shafts 80R and 80L engaged with the drive wheels 88R and 88L.

  In this case, the rotation of the drive wheels 88R and 88L 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 </ b> R and 88 </ b> L 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. In addition, the engine output shaft 8 can be connected to the second input shaft 28, the second output shaft 48, the power integrated gear 58, the propulsion by further engaging the second clutch 22 and disengaging the first clutch 21. The shafts 66 and the final reduction gears 70 are engaged with the drive shafts 80R and 80L. 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 according to the selected gear position, the torque is changed, and the output can be output to the drive shafts 80R and 80L engaged with the drive wheels 88R and 88L.

  In this case, the rotation of the drive wheels 88R and 88L 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 </ b> R and 88 </ b> L is not transmitted to the first input shaft 27.

  The hybrid vehicle 1 configured as described above transmits power between the engine output shaft 8 and the drive wheels 88R and 88L at the time of shifting by alternately connecting the first clutch 21 and the second clutch 22. The interruption can be suppressed and will 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 shafts 80R and 80L, so that the drive wheels 88R and 88L 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 the power transmission from the engine output shaft 8 to the drive shafts 80R, 80L.

  In the hybrid vehicle 1 configured as described above, the ECU 100 includes the first and second clutches 21 and 22, the first and second transmission mechanisms 30 and 40, the internal combustion engine 5 and the motor 50, and the friction brake device 90R. , 90L is provided as a control means for controlling the brake ECU 140 in a coordinated manner. 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 / disengagement of the first and second clutches 21 and 22. A release state is detected.

  The ECU 100 also receives a signal related to the rotational angle position (crank angle) of the engine output shaft 8 from the crank angle sensor, a signal related to the rotational angle position of the rotor 52 of the motor 50 from the resolver, and drive wheels from the brake ECU 140. The signals relating to the rotational speeds of 88R and 88L and the vehicle speed are detected. In addition, the ECU 100 receives a signal related to an operation amount (hereinafter referred to as an accelerator operation amount) of an accelerator pedal (not shown) from an accelerator pedal position sensor (not shown) and a brake pedal stroke sensor 146 via the brake ECU 140. The signal related to the amount of brake operation is detected. Further, ECU 100 detects a signal relating to the state of charge (SOC) of secondary battery 120 from the battery monitoring unit. Further, the ECU 100 detects from the brake ECU 140 a signal related to the wheel speeds of the drive wheels 88R and 88L and a signal related to the vehicle speed that is the traveling speed of the hybrid vehicle 1.

  Based on these signals, the ECU 100 calculates various control variables. The control variables include the engaged / released states of the first and second clutches 21 and 22, the gear stage currently selected in the first and second transmission mechanisms 30 and 40, and the traveling speed of the hybrid vehicle 1 (hereinafter referred to as the control variable). , The storage speed (SOC) of the secondary battery 120, the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter referred to as engine rotational speed), and the internal combustion engine 5 from the engine output shaft 8 When the torque to be output (hereinafter referred to as engine load), the rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as motor rotational speed), and the motor 50 is operated as a generator to perform regenerative braking, the motor Torque that is transmitted to and acts on the 50 rotors 52 (hereinafter referred to as actual regenerative torque) is calculated.

  Further, ECU 100 is based on the above-mentioned signal, and torque required to be generated in drive wheels 88R and 88L (hereinafter referred to as required drive torque) as the torque in the direction of driving hybrid vehicle 1 and engine output. Torque acting on the drive wheels 88R and 88L (hereinafter referred to as engine drive torque) by the mechanical power from the shaft 8 is calculated as a control variable. Further, the ECU 100 regenerates braking torque that acts on the driving wheels 88R and 88L by performing regenerative braking, and friction that acts on the driving wheels 88R and 88L by performing friction braking as torque in the direction of braking the hybrid vehicle 1. The braking torque is calculated as a control variable. Note that “required braking torque” to be described later is torque in a direction in which the hybrid vehicle 1 is braked, and is configured by regenerative braking torque and friction braking torque in this embodiment.

  Based on these control variables, the ECU 100 knows the operating states of the internal combustion engine 5 and the motor 50, and the gear position and speed change operation selected in the first and second speed change mechanisms 30, 40, that is, each coupling mechanism. It is possible to control the engaged / released states of 31e to 46e and the engaged / released states of the first clutch 21 and the second clutch 22. Further, the ECU 100 can control the operating state of the motor 50, that is, power running and regenerative braking, and the operating state of the internal combustion engine 5, that is, the engine load from the engine output shaft 8 and the engine rotational speed. Further, the ECU 100 can control the operating states of the friction brake devices 90R and 90L via the brake ECU 140 and the brake actuator 130.

  Further, when the hybrid vehicle 1 travels on a rough road (off-road) or a slippery road surface, the mechanical power output from the engine output shaft 8 of the internal combustion engine 5 and the friction brake devices 90R and 90L from the brake actuator 130 are obtained. The hydraulic pressure transmitted to the vehicle, that is, the friction braking torque acting on the drive wheels 88R and 88L, is controlled in a coordinated manner, and the driver operates the accelerator pedal (hereinafter referred to as accelerator operation) or the brake pedal (hereinafter referred to as accelerator operation). It is possible to perform vehicle travel (hereinafter referred to as crawl travel) that travels according to a preset vehicle speed in a state where no brake operation is performed.

  The set vehicle speed is set to an extremely low speed such as 1 to 5 km / h, and is stored in the ROM of the brake ECU 140 or the ROM of the ECU 100 as a control constant. Note that a plurality of set vehicle speeds may be set so as to be selectable by the driver.

  The hybrid vehicle 1 is provided with a crawl travel switch 148 that can be operated by a driver. When the driver performs the above-described crawl traveling, the driver operates the brake pedal 144, sets the vehicle speed to zero, and operates the crawl traveling switch 148 to the on state. The crawl travel switch 148 sends a signal related to the on / off state of the crawl travel switch 148 to the brake ECU 140.

  When the vehicle speed exceeds the target vehicle speed, the brake ECU 140 sends a request to the ECU 100 to reduce the mechanical power output from the engine output shaft 8 (hereinafter referred to as engine output power) by the internal combustion engine 5. . On the other hand, the brake ECU 140 sends a request for increasing the engine output power to the ECU 100 when the vehicle speed is lower than the target vehicle speed. The ECU 100 can adjust the engine output power of the internal combustion engine 5 in response to a request from the brake ECU 140.

  Further, when the wheel speed is higher than the target wheel speed, the brake ECU 140 increases the friction braking torque applied to the drive wheels 88R and 88L, that is, the friction brake device corresponding to each of the drive wheels 88R and 88L. The brake actuator 130 is controlled so that the hydraulic pressure transmitted to 90R and 90L increases. On the other hand, when the wheel speed is lower than the target wheel speed, the brake ECU 140 reduces the friction braking torque applied to the drive wheels 88R and 88L, that is, the hydraulic pressure transmitted to the friction brake devices 90R and 90L. It is possible to control the brake actuator 130 so that the pressure decreases.

  Thus, in the hybrid vehicle 1, when the driver operates the crawl travel switch 148 to turn on, the brake ECU 140 and the ECU 100 cause the engine driving torque and friction to be applied to the driving wheels 88R and 88L by the engine output power. By controlling the friction braking torque acting on the drive wheels 88R and 88L in cooperation with the operation of the brake devices 90R and 90L, a preset vehicle speed set in advance in a state where the accelerator operation and the brake operation are not performed by the driver. It is possible to perform crawl traveling that travels according to the above.

  In the hybrid vehicle 1 configured as described above, when the above-described crawl traveling is performed, it is necessary to instantaneously suppress the rotational speed fluctuations of the drive wheels 88R and 88L. Therefore, the friction brake devices 90R and 90L are relatively large. It is necessary to generate frictional force instantaneously. The friction brake devices 90R and 90L generate a frictional force by sandwiching the rotor disk 92 with the brake pad 95. If a large frictional force is generated instantaneously, a relatively loud sound may be generated at this time.

  Further, during the crawl traveling, it is necessary to increase or decrease the operating force transmitted to the friction brake devices 90R and 90L at a high frequency, and the components of the brake actuator 130, for example, an electric pump or a solenoid valve are operated. Since the frequency increases, the temperature of the brake actuator 130 is likely to rise. Therefore, if the crawl travel is stopped before the brake actuator 130 is overheated, there is a problem that the crawl travel cannot be continued for a long time.

  Therefore, in the hybrid vehicle 1, when the crawl traveling is performed, the drive wheels 88R and 88L and the rotor 52 are engaged with each other, and the motor 50 is operated as a generator to brake the drive wheels 88R and 88L. 1 is used to reduce the load applied to the friction brake devices 90R and 90L, the sound generated from the friction members constituting the friction brake devices 90R and 90L, and the friction brake devices 90R and 90L. There is a demand for a technique for suppressing an increase in the temperature of the brake actuator 130 that transmits the operating force to the actuator.

  Therefore, in the hybrid vehicle 1 according to the present embodiment, the ECU 100 as the control means engages the first clutch 21 and performs mechanical power from the engine output shaft 8 when the crawl traveling is performed. 30 to change the transmission to drive wheels 88R and 88L, and to bring the second clutch 22 into an engaged state or a semi-engaged state and operate the motor 50 as a generator to apply regenerative braking torque to the drive wheels 88R and 88L. The crawl traveling control executed by the ECU will be described below with reference to FIGS. 1 and 4 to 8.

  FIG. 4 is a flowchart showing crawl traveling control executed by the ECU. FIG. 5 is a flowchart showing gear position selection control executed by the ECU. FIG. 6A is a diagram illustrating an example of changes in required braking torque, friction braking torque, and regenerative braking torque with respect to vehicle speed. FIG. 6B is a diagram of an example of regenerative braking torque and friction braking torque acting on the left and right drive wheels. FIG. 7 is a flowchart showing clutch engagement force adjustment control executed by the ECU. FIG. 8 is a timing chart showing changes in the actual regenerative torque when the clutch engagement force adjustment control is executed.

  As shown in FIGS. 1 and 4, in step S100, the ECU 100 acquires various control variables. The control variables include the vehicle speed of the hybrid vehicle 1, the on / off state of the crawl travel switch 148, the gear stage selected in the first and second transmission mechanisms 30 and 40, and the first and second clutches 21 and 22. The engagement / release state, “required braking torque” required to act on each of the driving wheels 88R and 88L, and the like are included.

  The “required braking torque” refers to a regenerative braking torque in which the motor 50 operates as a generator and acts equally on the drive wheels 88R and 88L, and a friction brake device provided corresponding to the left and right drive wheels 88R and 88L. 90R and 90L are the total values of the friction braking torque acting on the left and right drive wheels 88R and 88L, respectively. The required braking torque is a difference value between the engine driving torque that acts equally on the driving wheels 88R and 88L by the mechanical power from the engine output shaft 8 and the required driving torque that is required to be generated on the driving wheels 88R and 88L. Is calculated in advance by the ECU 100.

  In step S102, ECU 100 determines whether or not crawl travel switch 148 is in the on state. That is, it is determined whether or not the driver is required to perform the above-described crawl traveling. It should be noted that the crawl travel switch 148 is turned on by the driver when the brake pedal 144 is operated and the vehicle speed is zero. When it is determined that the crawl travel switch 148 is in the off state (No), the process returns to step S100 again.

  When it is determined that the crawl travel switch 148 is in the on state (Yes), the ECU 100 determines whether or not the vehicle speed is lower than a predetermined determination vehicle speed A in step S104.

  The determination vehicle speed A is set as an upper limit value of the vehicle speed that permits crawl traveling. The determination vehicle speed A is set to 25 km / h, for example, and is stored as a control constant in a ROM (not shown) of the ECU 100. When it is determined that the vehicle speed is equal to or higher than the determination vehicle speed A (No), the process returns to step S100 again.

  When it is determined that the vehicle speed is lower than the determination vehicle speed A (Yes), the ECU 100 determines in step S108 whether the vehicle speed exceeds a preset second determination vehicle speed B.

  The second determination vehicle speed B is set to a value lower than the determination vehicle speed A as a lower limit value of the vehicle speed that permits crawl travel. The second determination vehicle speed B is set so that none of the gear stages 42, 44, 46 is selected in the second transmission mechanism 40, and the rotation of the drive wheels 88 </ b> R, 88 </ b> L is changed to the first speed gear stage 31 of the first transmission mechanism 30. Thus, even if the transmission is transmitted to the rotor 52 engaged with the second input shaft 28 via the first clutch 21 and the second clutch 22, the motor rotation speed is low, and the motor 50 can be operated as a generator. It is set at a difficult vehicle speed. The second determination vehicle speed B is stored in the ROM of the ECU 100 as a control constant. When it is determined that the vehicle speed is equal to or lower than the second determination vehicle speed B, the process returns to step S100 again.

  When it is determined that the vehicle speed exceeds the second determination vehicle speed B, the ECU 100 determines that the crawl traveling can be performed, and selects the first and second transmission mechanisms 30 and 40 in step S110. A control process (hereinafter simply referred to as “gear stage selection control”) for determining the gear stage and the engaged / released states of the first and second clutches 21 and 22 is executed.

  As shown in FIG. 5, in step S <b> 112 of gear speed selection control, the ECU 100 selects the first speed gear position 31 in the first transmission mechanism 30. As a result, the drive wheels 88R, 88L and the first input shaft 27 are engaged.

  In step S114, the ECU 100 places the first clutch 21 in the engaged state and places the second clutch 22 in the released state. As a result, the mechanical power output from the engine output shaft 8 can be shifted by the first gear 31 of the first transmission mechanism 30 and transmitted to the drive wheels 88R and 88L. At this time, the second input shaft 28 idles at a rotational speed proportional to the rotational speed of the drive wheels 88R and 88L, and the second speed change mechanism 40 can select / deselect the gear stage, that is, can perform a speed change operation. Become.

  In step S116, the ECU 100 sets a state in which none of the gear stages 42, 44, 46 of the second transmission mechanism 40 is selected, that is, sets the corresponding coupling mechanisms 42e, 44e, 46e to a released state. As a result, power transmission between the second input shaft 28 and the second output shaft 48 is interrupted.

  In this way, the ECU 100 performs the gear stage selection control so that the mechanical power from the engine output shaft 8 of the internal combustion engine 5 is transmitted by the first speed gear stage 31 that is the lowest speed stage of the first transmission mechanism 30. The engine drive torque can be applied to the drive wheels 88R and 88L by shifting. From this state, the second clutch 22 is engaged or semi-engaged to engage the drive wheels 88R, 88L and the rotor 52, and the motor 50 is operated as a generator to brake the rotor 52, thereby driving the engine. It is possible to apply a regenerative braking torque, which is a torque having a rotation direction opposite to that of the torque, to the drive wheels 88R and 88L.

  Then, returning to the crawl travel control shown in FIG. 4 again, in step S120, the ECU 100 acquires the required braking torque required to be generated in the left and right drive wheels 88R and 88L as a control variable. As shown in FIG. 6A, the required braking torque increases as the vehicle speed increases. Further, since the slip ratios of the left and right drive wheels 88R and 88L differ depending on the traveling road surface, the required braking torque differs between the left and right drive wheels 88R and 88L as shown in FIG.

  In step S122, the ECU 100 sets the regenerative braking torque that acts equally on the left and right drive wheels 88R and 88L based on the acquired required braking torque, and the left and right drive wheels 88R and 88L are separately rubbed. Set the braking torque. Specifically, as shown in FIG. 6A as an example, the regenerative braking torque is determined according to the vehicle speed. The regenerative braking torque has the same value for the left and right drive wheels 88R, 88L. Then, as shown in FIG. 6B, for each of the left and right drive wheels 88R and 88L, the value obtained by subtracting the regenerative braking torque, which is the same value, from the required braking torque that is separately requested, respectively, Set to braking torque.

  In step S130, the ECU 100 executes a control process related to adjustment of the engagement force of the second clutch 22 (hereinafter referred to as clutch engagement force adjustment control). As shown in FIG. 7, in step S131 of the clutch engagement force adjustment control routine, the ECU 100 acquires various control variables. This control variable includes “actual regenerative torque” that is torque transmitted from the second clutch 22 to the rotor 52 via the second input shaft 28.

  The “actual regenerative torque” is a torque that acts on the rotor 52 when the motor 50 is operated as a power generator. In this state, none of the gear stages of the second transmission mechanism 40 is selected, and the first When any one gear stage is selected in the speed change mechanism 30 and the first clutch 21 is engaged, and the second clutch 22 is half-engaged or engaged, the rotor from the second clutch 22 This is the torque transmitted to 52. The ECU 100 can estimate the actual regenerative torque based on the operating state of the inverter 110 and the motor 50.

  In step S132, the ECU 100 increases the engagement force of the second clutch 22 so that the time increase rate of the actual regenerative torque becomes a predetermined increase rate A. As shown in FIG. 8, the second clutch 22 is increased from the disengaged state to the half-engaged state.

  In step S134, ECU 100 determines whether or not the actual regenerative torque has reached preset determination torque Tq1.

  Note that the determination torque Tq1 and the time increase rate A are determined in advance by a conformity experiment or the like when the second clutch 22 moves from the released state to the half-engaged state. It is determined as a value that does not cause heat, and is stored in the ROM of the ECU 100 as a control constant.

  When it is determined in step S134 that the actual regenerative torque has not reached the determination torque Tq1 (No), the ECU 100 controls the engagement force of the second clutch 22 so that the actual regenerative torque increases at the time increase rate A as it is. To do.

  On the other hand, when it is determined that the actual regenerative torque has reached the determination torque Tq1 (Yes), the ECU 100 causes the second clutch 22 so that the time increase rate of the actual regenerative torque becomes the predetermined increase rate B in step S136. Is adjusted (time t1). The time increase rate B is set to a value lower than the time increase rate A described above. That is, the ECU 100 adjusts the engagement force of the second clutch 22 so that the rate of time increase of the actual regenerative torque is lower than before reaching the determination torque Tq1. In this way, the ECU 100 increases the engagement force so that the second clutch 22 moves from the semi-engaged state to the fully engaged state.

  In step S138, ECU 100 determines whether or not the actual regenerative torque has reached preset determination torque Tq2.

  It should be noted that the actual regenerative torque Tq2 and the time increase rate B are determined in advance by a sound from the friction brake devices 90R, 90L and the brake when the second clutch 22 is moved from the half-engaged state to the fully-engaged state. The value is determined so that the heat of the actuator 130 does not cause a problem, and is stored in the ROM of the ECU 100 as a control constant.

  When it is determined in step S138 that the actual regenerative torque has not reached the determination torque Tq2 (No), the ECU 100 controls the engagement force of the second clutch 22 so that the actual regenerative torque increases at the time increase rate B as it is. .

  On the other hand, when it is determined that the actual regenerative torque has reached the determination torque Tq2 (Yes), the ECU 100 determines that the time increase rate of the actual regenerative torque becomes the predetermined time increase rate C in step S140. The engagement force of the clutch 22 is adjusted (time t2). The time increase rate C is set to a higher value than the time increase rate B. That is, the ECU 100 adjusts the engagement force of the second clutch 22 so that the time increase rate of the actual regenerative torque increases compared to before reaching the determination torque Tq2. In this way, the ECU 100 increases the engagement force of the second clutch 22 until the second clutch 22 is completely engaged.

  Then, in step S142, it is determined whether or not the actual regenerative torque has reached a preset determination torque Tq3. When it is determined that the determination torque Tq3 has not been reached (No), the ECU 100 controls the engagement force of the second clutch 22 so that the actual regenerative torque increases at the time increase rate C as it is. The rate of time increase C is obtained in advance by a matching experiment or the like, and is stored in the ROM of the ECU 100.

  On the other hand, when it is determined that the actual regenerative torque has reached the determination torque Tq3 (Yes), the ECU 100 determines that the second clutch 22 is completely engaged, and finishes increasing the engagement force. (Time t3), it returns to the crawl travel control routine shown in FIG. 4 again.

  As described above, when the ECU 100 executes the clutch engagement force adjustment control routine to change the second clutch 22 from the released state to the engaged state, the ECU 100 substantially engages from the actual regenerative torque Tq1 that is in the half-engaged state. In the period (indicated by arrow S in FIG. 8) in which the engagement force is increased over the actual regenerative torque Tq2 that is in the state, the second clutch 22 is set by setting the rate of increase in the actual regenerative torque lower than in other periods. When changing from the released state to the engaged state, vibration (impact) caused by the engaging operation can be suppressed.

  As described above, the hybrid vehicle 1 according to this embodiment includes the internal combustion engine 5 that outputs mechanical power from the engine output shaft 8, the motor 50 that operates as a generator and can brake the rotor 52, and the engine output. The mechanical power from the shaft 8 is received by the first input shaft 27, and is shifted by any one of the plurality of shift stages 31, 35, 37, 39 and transmitted to the drive wheels 88 </ b> R, 88 </ b> L. The mechanical power from the one speed change mechanism 30, the engine output shaft 8 and the rotor 52 is received by the second input shaft 28 engaged with the rotor 52, and any one of the plurality of speed stages 42, 44, 46. The second speed change mechanism 40 that is capable of shifting the speed to the drive wheels 88R and 88L, the first clutch 21 that can engage the engine output shaft 8 and the first input shaft 27, and the engine output shaft 8 A second clutch that can be engaged with the second input shaft 28. 22, friction brake devices 90R and 90L capable of braking the drive wheels 88R and 88L by friction force, engagement / release states of the first and second clutches 21 and 22, and the first and second transmission mechanisms 30 and 40. ECU 100 is provided as a control means capable of controlling the selection of the shift speed and the operation of the motor 50. The drive wheels 88R, 88L and the rotor 52 are engaged with each other, and the motor 50 is operated as a generator for driving. Regenerative braking that brakes the wheels 88R and 88L, friction braking that operates the friction brake devices 90R and 90L to brake the driving wheels 88R and 88L, and the vehicle speed is equal to or less than the determination vehicle speed A, and the accelerator operation and braking by the driver When the operation is not performed, it is possible to perform crawl traveling that travels according to a preset vehicle speed.

  In the hybrid vehicle 1 according to the present embodiment, when performing the above-described crawl traveling, the ECU 100 shifts the mechanical power from the engine output shaft by the first transmission mechanism 30 with the first clutch 21 engaged. In addition to transmitting to the drive wheels, the gears 42, 44, and 46 of the second transmission mechanism 40 are not selected, and the second clutch 22 is engaged or semi-engaged, and the motor 50 is connected to the generator. Thus, the regenerative braking torque is applied to the drive wheels 88R and 88L, so that the friction brake torque applied to the drive wheels 88R and 88L can be reduced by operating the friction brake devices 90R and 90L. Thereby, the load concerning friction brake device 90R, 90L can be reduced, and the sound and temperature rise which arise from friction brake device 90R, 90L can be suppressed.

  In the hybrid vehicle 1 according to the present embodiment, the ECU 100 causes the actual regenerative torque that acts on the rotor 52 by operating the motor 50 as a generator while the second clutch 22 is engaged from the released state to the engaged state. After reaching the preset determination torque Tq1, the engagement force of the second clutch 22 is adjusted so that the rate of time increase of the actual regenerative torque is lower than before reaching the determination torque Tq1. When the second clutch 22 is brought into the engaged state, vibration caused by the engagement operation can be suppressed.

  In the hybrid vehicle 1 according to the present embodiment, the friction brake devices 90R and 90L are provided corresponding to the left and right drive wheels 88R and 88L, respectively, and can apply a friction braking torque separately. The ECU 100 applies the same regenerative braking torque to the left and right drive wheels 88R, 88L and the left and right drive wheels 88R, 88L when the required braking torque required to act on the drive wheels 88R, 88L differs between the left and right. A different friction braking torque is applied to the drive wheels 88R and 88L so that the required braking torque is applied to the drive wheels 88R and 88L. As a result, the friction brake devices 90R and 90L only have to apply the left and right differences among the required braking torques required to be applied to the left and right drive wheels 88R and 88L, respectively. It is possible to reduce the friction force generated in 90R and 90L and the transmission force to be transmitted from the brake actuator 130 and the like to the friction brake devices 90R and 90L.

  Control of the hybrid vehicle according to the present embodiment will be described with reference to FIGS. 5, 9, and 10. FIG. 9 is a schematic diagram showing a schematic configuration of the hybrid vehicle. FIG. 10 is a flowchart showing the crawling traveling control of the hybrid vehicle executed by the ECU. When the hybrid vehicle according to the present embodiment is required to brake the vehicle at a vehicle deceleration greater than or equal to a predetermined value, the second clutch is changed from the released state to the engaged state without adjusting the engagement force. In this respect, unlike the first embodiment, 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.

  As shown in FIG. 9, the hybrid vehicle 1 </ b> B according to the present embodiment is provided with an acceleration sensor 142 that can detect the acceleration in the longitudinal direction and the lateral direction of the vehicle. The acceleration sensor 142 sends a signal related to the detected acceleration of the hybrid vehicle 1B to the brake ECU 140. The brake ECU 140 receives a signal related to the acceleration from the acceleration sensor 142 and calculates “vehicle deceleration”, which is an acceleration in the rearward direction of the vehicle generated when the hybrid vehicle 1 decelerates, as a control variable. That is, the acceleration sensor 142 is configured to be able to detect the vehicle deceleration, and the brake ECU 140 sends the calculated vehicle deceleration to the ECU 100.

  As shown in FIGS. 9 and 10, the ECU 100B acquires various control variables in step S200. The control variables include the vehicle speed of the hybrid vehicle 1, the on / off state of the crawl travel switch 148, the gear stage selected in the first and second transmission mechanisms 30 and 40, and the first and second clutches 21 and 22. In addition to the engagement / release state and the required braking torque required to act on each of the drive wheels 88R, 88L, vehicle deceleration and the like are included.

  In step S202, ECU 100B determines whether or not crawl travel switch 148 is on. That is, it is determined whether or not the driver is requested to perform crawl traveling. When it is determined that the crawl travel switch 148 is in the off state (No), the process returns to step S200 again.

  When it is determined that the crawl travel switch is in the on state (Yes), the ECU 100B determines whether or not the vehicle speed is lower than a preset determination vehicle speed A in step S204. The determination vehicle speed A is set as an upper limit value of the vehicle speed that permits crawl traveling, and is stored in a ROM (not shown) of the ECU 100B as a control constant. When it is determined that the vehicle speed is equal to or higher than the determination vehicle speed A (No), the process returns to step S200 again.

  When it is determined that the vehicle speed is lower than the determination vehicle speed A (Yes), the ECU 100B determines whether or not the calculated vehicle deceleration exceeds a predetermined determination deceleration G in step S206. That is, it is determined whether or not the driver is required to brake the hybrid vehicle 1B at a vehicle deceleration greater than a predetermined value. The determination deceleration G is stored as a control constant in the ROM of the ECU 100B.

  When it is determined that the calculated vehicle deceleration is equal to or less than the determination deceleration G (No), such as when the driver does not perform a brake operation, the process returns to step S200 again.

  On the other hand, if the driver performs a braking operation, the hybrid vehicle 1B is decelerating, and it is determined that the vehicle deceleration exceeds the determination deceleration G (Yes), the ECU 100B determines that the vehicle speed is Then, it is determined whether or not the vehicle speed exceeds a preset second determination vehicle speed B.

  The second determination vehicle speed B is set to a value lower than the determination vehicle speed A as a lower limit value of the vehicle speed that permits crawl travel. The second determination vehicle speed B is stored as a control constant in the ROM of the ECU 100B. When it is determined that the vehicle speed is equal to or lower than the second determination vehicle speed B (No), the process returns to step S200 again.

  On the other hand, when it is determined that the vehicle speed exceeds the second determination vehicle speed B, the ECU 100B determines in step S210 the gear stage selected in the first and second transmission mechanisms 30, 40, the first and second clutches 21, A control process (gear stage selection control) for determining the engagement / release state of 22 is executed. The gear stage selection control in step S210 executes the same control process as shown in steps S112 to S116 in FIG.

  The ECU 100B performs gear stage selection control in step S210, thereby shifting the mechanical power from the engine output shaft 8 of the internal combustion engine 5 by the first transmission mechanism 30 to apply engine drive torque to the drive wheels 88R and 88L. It becomes possible to act. In addition, the second clutch 22 is engaged or semi-engaged to engage the drive wheels 88R, 88L and the rotor 52, and the motor 50 is operated as a generator so that the rotational direction is opposite to the engine drive torque. The regenerative braking torque, which is the direction torque, can be applied to the drive wheels 88R and 88L.

  After performing the gear selection control, in step S212, the ECU 100B acquires the required braking torque that is required to act on the left and right drive wheels 88R and 88L as a control variable.

  In step S214, the ECU 100B sets the regenerative braking torque that acts equally on the left and right drive wheels 88R and 88L based on the acquired required braking torque, and separately rubs the left and right drive wheels 88R and 88L. Set the braking torque. A value obtained by subtracting the regenerative braking torque, which is the same value, from the required braking torque separately required for the left and right drive wheels 88R and 88L is set as the friction braking torque.

  In step S216, the ECU 100B immediately brings the second clutch 22 in the released state into the engaged state without adjusting the engagement force, that is, gradually changing the actual regenerative torque. At the same time, the ECU 100B operates the motor 50 as a generator to brake the rotor 52, thereby rapidly increasing the actual regenerative torque from zero to the target value, and driving wheels 88R engaged with the rotor 52. , 88L, a regenerative braking torque is applied.

  As described above, the ECU 100B adjusts the engagement force of the second clutch 22, that is, gradually changes the actual regenerative torque when it is required to brake the hybrid vehicle 1B at a vehicle deceleration greater than or equal to a predetermined value. Without any change, the second clutch 22 is immediately engaged and the motor 50 is operated as a generator to generate a desired actual regenerative torque, thereby generating a regenerative braking torque with high responsiveness to the drive wheels 88R and 88L. Can act. Thus, by applying the highly responsive regenerative braking torque of the drive wheels 88R, 88L, the friction braking torque that the friction brake devices 90R, 90L act on the drive wheels 88R, 88L can be reduced.

  As described above, in the hybrid vehicle 1B according to the present embodiment, the ECU 100B has a function of determining whether or not the driver is required to brake the hybrid vehicle 1B at a vehicle deceleration greater than or equal to a predetermined value. When it is determined that the vehicle is required to be braked at a vehicle deceleration greater than or equal to a predetermined value, the second clutch 22 is released from the released state without adjusting the engagement force. Since the engagement state is set, the hybrid vehicle 1B can be braked by applying the regenerative braking torque to the drive wheels 88R and 88L with high responsiveness.

  In each of the above-described embodiments, the motor (motor generator) 50 provided as a prime mover converts the supplied electric power into mechanical power and outputs it, and the input mechanical power is converted into electric power. However, the motor generator according to the present invention is not limited to this. The motor generator only needs to be able to brake the rotor. For example, the motor generator may be configured by a generator having only a function of converting mechanical power transmitted to the rotor into electric power.

  In each of the embodiments described above, 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 88R and 88L. The second 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 Forty embodiments are not limited to this. The first transmission mechanism 30 and the second transmission mechanism 40 only need to be able to transmit the mechanical power received by the input shafts 27 and 28 to the drive wheels 88R and 88L, respectively. The second speed change mechanism 40 may transmit the mechanical power received by the first input shaft 27 and the second input shaft 28 to the common output shaft engaged with the drive wheels 88R and 88L, respectively.

  Further, in each of the above-described embodiments, the 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. , And transmitted from the power integrated gear 58 to the drive wheels 88R, 88L via the propulsion shaft 66 and the differential mechanism 74 of the final reduction gear 70. The first transmission mechanism 30 and the second transmission mechanism The mode of power transmission from 40 toward the drive wheels 88R and 88L is not limited to this. In the drive device 10, the first transmission mechanism 30 and the second transmission mechanism 40 can transmit the mechanical power received by the first input shaft 27 and the second input shaft 28 to the drive wheels 88R and 88L, respectively. For example, the power integrated gear 58 or the first and second drive gears 37c and 48c meshing 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 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 crawl traveling control executed by a control unit (ECU) of the hybrid vehicle according to the first embodiment. 4 is a flowchart showing gear position selection control executed by a control means (ECU) of the hybrid vehicle according to the first embodiment. It is a figure which shows an example of the change with respect to the vehicle speed of request | requirement braking torque, friction braking torque, and regenerative braking torque. It is a figure which shows an example of the regenerative braking torque and friction braking torque which act on a right-and-left drive wheel. 3 is a flowchart illustrating clutch engagement force adjustment control executed by a control unit (ECU) of the hybrid vehicle according to the first embodiment. 5 is a timing chart showing changes in actual regenerative torque when the control means (ECU) of the hybrid vehicle according to the first embodiment executes clutch engagement force adjustment control. FIG. 6 is a schematic diagram illustrating a schematic configuration of a hybrid vehicle according to a second embodiment. 6 is a flowchart illustrating crawl travel control executed by a control means (ECU) of a hybrid vehicle according to a second embodiment.

6 is a flowchart illustrating crawl travel control executed by a control means (ECU) of a hybrid vehicle according to a second embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,1B Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Drive apparatus 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, 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 (Power integrated mechanism)
66 Propulsion shaft 70 Final reduction device 74 Differential mechanism 80R, 80L Drive shaft 88R, 88L Drive wheel 90R, 90L Friction brake device 100, 100B Electronic control device for hybrid vehicle (ECU, control means, braking request determination means)
130 Brake actuator 140 Electronic control device for brake (brake ECU, control means)
142 Acceleration sensor (vehicle deceleration detection means)
144 Brake pedal 146 Brake pedal stroke sensor 148 Crawl travel switch

Claims (4)

An internal combustion engine that outputs mechanical power from the engine output shaft;
A motor generator that can act as a generator and brake the rotor;
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;
A friction brake device capable of braking the drive wheel by friction force;
Control means capable of controlling engagement / release states of the first and second clutches, selection of gear positions in the first and second transmission mechanisms, and operation of the motor generator;
With
Regenerative braking that engages the drive wheel and the rotor and operates the motor generator as a generator to brake the drive wheel;
A hybrid capable of performing crawl traveling capable of traveling according to a preset vehicle speed when the vehicle speed is equal to or lower than a preset determination vehicle speed and the driver does not perform an accelerator operation or a brake operation. A vehicle,
The control means
When you crawl,
With the first clutch engaged, mechanical power from the engine output shaft is shifted by the first transmission mechanism and transmitted to the drive wheels,
In a state where none of the gear stages of the second speed change mechanism is selected, the second clutch is engaged or semi-engaged, and the motor generator is operated as a generator to apply regenerative braking torque to the drive wheels. A hybrid vehicle characterized by that. The hybrid vehicle according to claim 1,
The control means
While changing the second clutch from the released state to the engaged state,
After the actual regenerative torque that acts on the rotor by operating the motor generator as a generator reaches the preset determination torque, the time increase rate of the actual regenerative torque is reduced compared to before reaching the determination torque. A hybrid vehicle characterized in that the engagement force of the second clutch is adjusted. The hybrid vehicle according to claim 1,
The control means
Braking request determination means for determining whether or not the driver is required to brake the vehicle at a vehicle deceleration greater than or equal to a predetermined value;
When it is determined that it is required to brake the vehicle at a vehicle deceleration greater than or equal to a predetermined value, the second clutch is changed from the released state to the engaged state without adjusting the engaging force. Hybrid vehicle. In the hybrid vehicle according to claim 3,
Vehicle deceleration detecting means capable of detecting vehicle deceleration,
The braking request determination means
When the detected vehicle deceleration exceeds a predetermined determination deceleration, it is determined that the vehicle is required to be braked at a vehicle deceleration greater than or equal to a predetermined value.

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