JP2010036781A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control technology of a hybrid vehicle for performing operation to switch a shift level while maintaining a clutch corresponding to an input shaft in an engaged state in a transmission mechanism in which the rotor of an electric motor is engaged with the input shaft. <P>SOLUTION: An ECU 100 of a hybrid car 1 is configured to offset torque transmitted from an organization output shaft 8 to a second input shaft 28 by making torque opposed to the torque act on the second input shaft 28 by an electric motor 50 in the case of switching a current shift level which is a shift level currently put in an engaged state in a second transmission mechanism 40 to a new shift level which is a shift level to be newly put in an engaged state in the second transmission mechanism 40, and to perform a release operation to put the current shift level in a release state in the second transmission mechanism 40, and to make an internal combustion engine 5 and an electric motor 50 cooperatively operate so as to set the rotating speed of the second input shaft 28 to a target rotating speed set based on a vehicle speed and the new shift level, and to perform an engaging operation to put the new shift level put in the release state in the engaged state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control technique for a hybrid vehicle including a dual clutch transmission.

  In recent years, in a vehicle transmission, mechanical power received by a first input shaft is shifted by any one of a plurality of shift stages (for example, odd gear stages) and transmitted to drive wheels. A first transmission mechanism capable of transmitting the mechanical power received by the second input shaft and the second input shaft by any one of a plurality of shift stages (for example, even gear stages) and transmitting it to the drive wheels. A second transmission mechanism, a first clutch capable of engaging the engine output shaft and the first input shaft, and a second clutch capable of engaging the engine output shaft and the second input shaft. A so-called dual clutch transmission is known.

  In the dual clutch transmission, the first clutch and the second clutch are alternately engaged to change the gear stage for shifting the mechanical power from the engine output shaft of the internal combustion engine. This prevents the power transmission to the drive wheels from being interrupted.

  In Patent Document 1 below, in a so-called hybrid vehicle including an internal combustion engine (engine) and an electric motor (motor generator), at least one of two input shafts of a dual clutch transmission has a motor generator rotor. A vehicle power transmission system (for example, see FIG. 8) with which a (rotor) is engaged is disclosed.

JP 2002-204504 A

  In a hybrid vehicle equipped with such a dual clutch transmission, when the driving force required to be generated on the drive wheels (hereinafter referred to as the required driving force) changes greatly, the internal combustion engine is removed from the engine output shaft. In addition to changing the mechanical power to be output and the mechanical power that the electric motor inputs and outputs from the rotor, among the first speed change mechanism and the second speed change mechanism, the corresponding clutch is in the engaged state. An operation of switching a gear stage used for power transmission for transmitting mechanical power from the internal combustion engine to the drive wheels (hereinafter simply referred to as “power transmission gear stage”) to a lower speed side or a higher speed side gear stage; It is requested.

  When performing such an operation to switch the gear position, the clutch corresponding to the gear mechanism that performs the operation is temporarily released from the engaged state to create a state in which no torque acts at the gear position of the gear mechanism. , A release operation for releasing the gear stage currently engaged (hereinafter referred to as the current gear stage) to the released state is performed, and then the gear stage newly engaged (hereinafter referred to as the new gear stage). It is necessary to perform the engagement operation to bring the clutch into the engaged state, and again bring the clutch into the engaged state.

  However, in order to perform the above-described operation, if the clutch corresponding to the speed change mechanism performing the operation is released from the engaged state and then re-engaged, the power transmission is performed by the new gear. There arises a problem that the time required until it becomes possible and a problem that the wear of the clutch proceeds.

  Therefore, in the hybrid vehicle in which the rotor of the electric motor is engaged with one of the two input shafts of the dual clutch transmission, the clutch corresponding to the input shaft in the speed change mechanism in which the rotor is engaged with the input shaft. There is a demand for a control technique capable of performing an operation of switching the gear position while keeping the engaged state.

  The present invention has been made in view of the above, and in a hybrid vehicle in which a rotor of an electric motor is engaged with one of two input shafts of a dual clutch transmission, the rotor is engaged with the input shaft. An object of the present invention is to provide a control technique for a hybrid vehicle that is capable of performing a jump shift that switches the shift speed while the clutch corresponding to the input shaft is engaged in the shift mechanism.

  In order to achieve the above object, a hybrid vehicle according to the present invention relates to an internal combustion engine and an electric motor as a prime mover, and mechanical power received by a first input shaft in any one of a plurality of shift stages. The mechanical power received by the first input mechanism engaged with the rotor of the electric motor and the first input mechanism engaged with the rotor of the electric motor is transmitted to the plurality of shift stages. It is possible to engage the second speed change mechanism capable of shifting to the drive wheels and the engine output shaft of the internal combustion engine and the first input shaft by changing the speed at any one of the engaged gears. A dual clutch transmission having a first clutch, a second clutch capable of engaging the engine output shaft and the second input shaft, an internal combustion engine and an electric motor, and a second clutch Combined / released state and each gear stage of the second transmission mechanism And a control unit capable of controlling the engaged / released state in which the second clutch is engaged and the mechanical power from the engine output shaft is shifted to the second speed. A gear stage that is newly engaged in the second speed change mechanism from the current speed stage that is currently engaged in the second speed change mechanism when the speed is changed by the mechanism and transmitted to the drive wheels. In order to cancel the torque transmitted from the engine output shaft to the second input shaft, a torque opposite to the torque is applied to the second input shaft by the electric motor so as to cancel the torque. An internal combustion engine and a release operation for releasing the current gear position in the engaged state in the mechanism so that the rotation speed of the second input shaft becomes a target rotation speed set based on the vehicle speed and the new gear position; Create an electric motor in cooperation By, characterized in that to perform the engagement operation of the new gear position in the released state to the engaged state.

  In the hybrid vehicle described above, the control means includes shift completion vehicle speed estimation means for estimating a shift completion vehicle speed that is a vehicle speed at the time when the engagement operation of the new gear stage is completed in the second transmission mechanism, The target rotation speed can be set based on a gear position.

  In the hybrid vehicle described above, the shift completion vehicle speed estimating means determines the shift start vehicle speed, which is the vehicle speed at the time of starting the releasing operation from the current shift speed to the new shift speed, and the current shift speed and the new shift speed in the second speed change mechanism. Based on this, the shift completion vehicle speed can be estimated.

  According to the present invention, the speed change operation of the second speed change mechanism in which the rotor of the electric motor is engaged with the second input shaft is smoothly released while smoothly performing the release operation for releasing the current speed change speed. During this time, the rotational speed of the second input shaft is set to the target rotational speed corresponding to the vehicle speed and the new shift speed, so that the second shift mechanism smoothly engages with the new shift speed. Thus, it is possible to realize a jump shift in the second speed change mechanism while the second clutch corresponding to the second input shaft is in an engaged state.

  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 which concerns on this embodiment is demonstrated using FIGS. 1-3. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle. FIG. 2 is a schematic diagram showing a structure of a dual clutch mechanism included in the dual clutch transmission. 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 “electric motor”) that is an electric motor capable of generating electricity as a prime mover (power source) for rotationally driving the drive wheels 88. Yes. The electric motor 50 constitutes a drive device (10, 50) together with the dual clutch transmission 10. The drive device (10, 50) is coupled to the internal combustion engine 5 and mounted on the hybrid vehicle 1. The hybrid vehicle 1 includes an electronic control device (hereinafter simply referred to as “ECU”) 100 for a hybrid vehicle as control means for controlling the internal combustion engine 5, the electric motor 50, and the dual clutch transmission 10 in a coordinated manner. Is provided. 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 in which a piston 6 reciprocates in a cylinder. 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 internal combustion engine 5 outputs the generated mechanical power from an engine output shaft (crankshaft) 8. The engine output shaft 8 is coupled to an input side of a dual clutch mechanism 20 of the dual clutch transmission 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. A torque generated in the engine output shaft 8 by the operation of the internal combustion engine 5 (hereinafter referred to as engine torque) is controlled by the ECU 100.

  The electric 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 a generator that converts input mechanical power into electric power and recovers it. This is a so-called motor generator. The electric motor 50 is composed of a permanent magnet type AC synchronous motor, and receives a supply of three-phase AC power from an inverter 110, which will be described later, to form a rotating magnetic field, and a rotation that rotates by being attracted to the rotating magnetic field. The rotor 52 is a child, and mechanical power can be input and output from the rotor 52. The electric 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 hybrid vehicle 1 is provided with an inverter 110 and a secondary battery 120 as a power supply device that supplies power to the electric 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 electric motor 50. The inverter 110 is also configured to be able to convert the AC power from the electric motor 50 into DC power and collect it in the secondary battery 120. Electric power supply from the inverter 110 to the electric motor 50 and power recovery from the electric motor 50 are controlled by the ECU 100.

  In the following description, the fact that the electric motor 50 functions as an electric motor and the electric motor 50 outputs mechanical power from the rotor 52 is referred to as “powering”. On the other hand, the electric motor 50 is made to function as a generator, and mechanical power transmitted from the driving wheel 88 to the rotor 52 of the electric motor 50 is converted into electric power and collected in the secondary battery 120. Braking the rotation of the rotor 52 and the member (for example, the drive wheel 88) engaged with the rotor 52 by the rotational resistance generated in the rotor 52 is referred to as “regenerative braking”. Switching of functions of the electric motor 50 as an electric motor / generator and torque input or output from the rotor 52 in the electric motor 50 (hereinafter referred to as motor torque) are controlled by the ECU 100.

  The hybrid vehicle 1 is a power transmission device that transmits mechanical power from the internal combustion engine 5 and the electric motor 50 to the drive wheels 88, and changes the torque by shifting the mechanical power from the engine output shaft 8 and the electric motor 50. The dual clutch transmission 10 capable of transmitting toward the propulsion shaft 66 engaged with the drive wheel 88, and the left and right engaging with the drive wheel 88 while decelerating the mechanical power transmitted to the propulsion shaft 66. And a final reduction gear 70 that distributes to the drive shaft 80.

  The dual clutch transmission 10 shifts the mechanical power received by the first input shaft 27 by any one of the first group of shift stages 31, 33, 35, 39 and engages with the drive wheels 88. The first transmission mechanism 30 that can be transmitted to the propulsion shaft 66 and the mechanical power received by the second input shaft 28 are shifted by any one of the second gear stages 42, 44, 46 and driven. And a second transmission mechanism 40 capable of transmitting to the propulsion shaft 66 engaged with the wheel 88. In addition, the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 can be engaged. The dual clutch mechanism 20 includes a first clutch 21 and a second clutch 22 capable of engaging the engine output shaft 8 and the second input shaft 28.

  The dual clutch transmission 10 has six shift stages from a first speed gear stage 31 to a sixth speed gear stage 46 for forward movement, and has one shift stage and a reverse gear stage 39 for backward movement. is doing. The reduction ratios of the first speed to the sixth speed gear stages 31 to 46 are the first speed gear stage 31, the second speed gear stage 42, the third speed gear stage 33, the fourth speed gear stage 44, and the fifth speed gear stage. 35 and the sixth gear stage 46 are set so as to decrease in 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 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 shift speeds 31, 33, and 35.

  The first speed gear stage 31 is provided so as to be rotatable about a first output shaft 37 and a first speed main gear 31a coupled to the first input shaft 27, and is engaged with the first speed main gear 31a. Speed counter gear 31c. 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. By engaging the first speed counter gear 31c and the first output shaft 37 by the first speed coupling mechanism 31e, that is, by bringing the first speed gear stage 31 into the engaged state, the first transmission mechanism 30 The mechanical power received by the input shaft 27 can be changed by the first speed gear 31 and the torque can be changed and transmitted to the first output shaft 37.

  Similarly, the third speed gear stage 33 is provided rotatably about a third speed main gear 33a coupled to the first input shaft 27 and a first output shaft 37, and the third speed main gear 33a And a third speed counter gear 33c that meshes. 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. By engaging the third speed counter gear 33c and the first output shaft 37 by the third speed coupling mechanism 33e, that is, by bringing the third speed gear stage 33 into the engaged state, the first transmission mechanism 30 The mechanical power received by the input shaft 27 can be shifted by the third speed gear stage 33, and the torque can be changed and transmitted to the first output shaft 37.

  The fifth speed gear stage 35 is provided so as to be rotatable about a first output shaft 37 and a fifth speed main gear 35a coupled to the first input shaft 27, and meshes with the fifth speed main gear 35a. And a fifth speed counter gear 35c. 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. By engaging the fifth speed counter gear 35c and the first output shaft 37 by the fifth speed coupling mechanism 35e, that is, by bringing the fifth speed gear stage 35 into the engaged state, the first transmission mechanism 30 The mechanical power received by the input shaft 27 can be shifted by the fifth speed gear stage 35, and the torque can be changed and transmitted to the first output shaft 37.

  The reverse gear stage 39 is engaged 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 is centered on the first output shaft 37. And a reverse counter gear 39c provided rotatably. 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. The first transmission mechanism 30 is received from the first input shaft 27 by engaging the reverse counter gear 39c and the first output shaft 37 by the reverse coupling mechanism 39e, that is, by bringing the reverse gear stage 39 into the engaged state. The mechanical power can be transmitted to the first output shaft 37 by changing the rotation direction to the reverse direction and changing the speed by 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 integration gear 58. A propulsion shaft 66 is coupled to the power integration gear 58. The propulsion shaft 66 is engaged with a drive shaft 80 to which drive wheels 88 are coupled via a final reduction gear 70 described later. In other words, the first output shaft 37 on the output side of the first gear stage 31, 33, 35, 39 of the first transmission mechanism 30 and the drive wheel 88 are engaged.

  Switching between the engaged state and the disengaged state (non-engaged state) of each of the gear stages 31, 33, 35, 39 in the first transmission mechanism 30 is controlled by the ECU 100 via an actuator (not shown). The ECU 100 selects any one of the first gear stages 31, 33, 35, 39 of the first transmission mechanism 30 to be in an engaged state, so that the first transmission mechanism 30 is in the first input shaft. The mechanical power received at 27 can be shifted by the selected gear stage and can be transmitted from the first output shaft 37 to the drive wheels 88.

  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. The rotor 52 of the electric motor 50 is coupled to the second input shaft 28 that is the 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 provided so as to be rotatable about a second output shaft 48 and a second speed main gear 42a coupled to the second input shaft 28, and engages with the second speed main gear 42a. Speed counter gear 42c. 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. By engaging the second speed counter gear 42c and the second output shaft 48 by the second speed coupling mechanism 42e, that is, by bringing the second speed gear stage 42 into the engaged state, the second speed change mechanism 40 is The mechanical power received by the two input shafts 28 can be shifted by the second gear stage 42, and the torque can be changed and transmitted to the second output shaft 48.

  Similarly, the fourth speed gear stage 44 is provided so as to be rotatable about a fourth speed main gear 44a coupled to the second input shaft 28 and a second output shaft 48, and is connected to the fourth speed main gear 44a. And a fourth speed counter gear 44c that meshes. 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 and the second output shaft 48. ing. By engaging the fourth speed counter gear 44c and the second output shaft 48 by the fourth speed coupling mechanism 44e, that is, by bringing the fourth speed gear stage 44 into the engaged state, the second transmission mechanism 40 is The mechanical power received by the two input shafts 28 can be shifted by the fourth gear stage 44 and the torque can be changed and transmitted to the second output shaft 48.

  The sixth speed gear stage 46 is provided so as to be rotatable about a second output shaft 48 and a sixth speed main gear 46a coupled to the second input shaft 28, and is in mesh with the sixth speed main gear 46a. Speed counter gear 46c. The second speed change mechanism 40 is provided with a sixth speed coupling mechanism 46e corresponding to the sixth speed gear stage 46 and capable of engaging the sixth speed counter gear 46c and the second output shaft 48. ing. By engaging the sixth speed counter gear 46c and the second output shaft 48 by the sixth speed coupling mechanism 46e, that is, by bringing the sixth speed gear stage 46 into the engaged state, the second transmission mechanism 40 The mechanical power received by the two input shafts 28 can be shifted by the sixth gear stage 46, and the torque can be changed and transmitted to the second output shaft 48.

  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 integration gear 58. A propulsion shaft 66 is coupled to the power integrated gear 58, and the propulsion shaft 66 is engaged with a drive shaft 80 coupled to a drive wheel 88 via a final reduction gear 70 described later. In other words, the second output shaft 48 that constitutes the output side of the second gear stage 42, 44, 46 of the second transmission mechanism 40 and the drive wheel 88 are engaged.

  The rotor 52 of the electric motor 50 is coupled to the second input shaft 28 of the second transmission mechanism 40, and mechanical power, that is, torque input / output from the rotor 52 is applied to the second input shaft 28 of the second transmission mechanism 40. It is transmitted as it is. That is, 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 10, respectively, The rotor 52 of the electric motor 50 is engaged.

  Switching between the engaged state and the disengaged state (non-engaged state) of each gear stage 42, 44, 46 in the second transmission mechanism 40 is controlled by the ECU 100 via an actuator (not shown). The ECU 100 selects any one of the second speed stages 42, 44, 46 of the second speed change mechanism 40 and puts it in the engaged state, so that the second speed change mechanism 40 is in the second input shaft. The mechanical power received at 28 can be shifted by the selected gear stage and can be transmitted from the second output shaft 48 to the drive wheels 88.

  The dual clutch mechanism 20 includes a first clutch 21 capable of engaging the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 of the first transmission mechanism 30, and the engine output shaft 8 of the internal combustion engine 5. The second clutch 22 capable of engaging with the second input shaft 28 of the second transmission mechanism 40 is provided. The first clutch 21 and the second clutch 22 are constituted by a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch.

  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, and 39, the speed can be changed and transmitted to the drive wheel 88. That is, the first clutch 21 is provided corresponding to the first group of gears 31, 33, 35, 39 of the first transmission mechanism 30.

  On the other hand, by bringing the second clutch 22 into the engaged state, the engine output shaft 8 and the second input shaft 28 rotate integrally, and mechanical power from the engine output shaft 8 is shifted by the second transmission mechanism 40. The speed can be changed by any one of the stages 42, 44, 46 and transmitted to the driving wheel 88. That is, the second clutch 22 is provided corresponding to the second group of gears 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 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 via a damper or the like (not shown). That is, the clutch housing 14a rotates integrally with the engine output shaft 8. The clutch housing 14a is configured to accommodate friction plates (clutch disks) 27a and 28a.

  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 respective speed stages of the first transmission mechanism 30 are arranged from the engine output shaft 8 side toward the drive wheel 88 side, and then the second transmission mechanism 40 is arranged. The main gears 42a, 44a, 46a of the respective shift stages are arranged.

  A disc-shaped friction plate 27 a is coupled to the end of the first input shaft 27, while a similar friction plate 28 a is coupled to the end of the second input shaft 28. 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. The first clutch 21 engages the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30 by the friction counterpart plate pressing the friction plate 27a against the member coupled to the clutch housing 14a. Is possible.

  Similarly, the second clutch 22 is configured such that a friction mating plate (not shown) provided opposite to the friction plate 28a presses the friction plate 28a against a member coupled to the clutch housing 14a, so that the engine output The shaft 8 can be engaged with the second input shaft 28 of the second transmission mechanism 40. In the dual clutch mechanism 20, the driving of the friction counterpart plates provided corresponding to the first and second clutches 21 and 22 by the actuator 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 hybrid vehicle 1 is also provided with a final reduction device 70 that decelerates mechanical power transmitted from the prime mover to the propulsion shaft 66 and distributes it to the left and right drive shafts 80 engaged with the drive wheels 88. . The final reduction gear 70 includes a drive pinion 68 coupled to the propulsion shaft 66, and a differential mechanism 74 in which the drive pinion 68 and the ring gear 72 mesh with each other at right angles. The final reduction gear 70 decelerates the mechanical power transmitted to the propulsion shaft 66 from at least one of the prime mover, that is, the internal combustion engine 5 and the electric motor 50, by the drive pinion 68 and the ring gear 72, and the right and left by the differential mechanism 74. By distributing to the drive shaft 80 and transmitting it to the drive wheels 88 coupled to the drive shaft 80, it is possible to generate a drive force [N] for driving the hybrid vehicle 1 on the ground contact surface of the drive wheels 88. It has become.

  Further, the hybrid vehicle 1 is provided with a wheel speed sensor (not shown) that detects the rotational speed of the drive wheels 88, and sends a signal related to the detected rotational speed of the drive wheels 88 to the ECU 100. 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 electric motor 50. A signal related to the state of charge of the secondary battery 120 is sent to the ECU 100.

  In the hybrid vehicle 1 configured as described above, the ECU 100 engages / releases the gears in the first transmission mechanism 30 and the second transmission mechanism 40 and engages the first clutch 21 and the second clutch 22. / Released state is detected. The ECU 100 also includes a signal related to the rotational angle position (crank angle) of the engine output shaft 8 from a crank angle sensor (not shown), a signal related to the rotational angle position of the rotor 52 of the electric motor 50 from the resolver, A signal related to the rotational speed of the drive wheel 88 from the wheel speed sensor is detected. Further, the ECU 100 detects a signal related to an operation amount of an accelerator pedal from an accelerator pedal position sensor (not shown). ECU 100 detects a signal related to the SOC of secondary battery 120.

  Based on these signals, the ECU 100 calculates various control variables. The control variables include the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter referred to as engine rotational speed), the torque output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine torque), The rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as the motor rotational speed), the motor torque acting on the rotor 52 of the electric motor 50, the engaged / released state of the first clutch 21 and the second clutch 22, The speed currently selected (in an engaged state) in the first speed change mechanism 30 and the second speed change mechanism 40 (hereinafter referred to as the current speed) and the traveling speed of the hybrid vehicle 1 (hereinafter referred to as the vehicle speed). The SOC of the secondary battery 120, the driving torque required to be generated in the driving shaft 80 and the driving wheel 88 by the driver, and the like are included.

  Based on these control variables, the ECU 100 grasps the operation of the internal combustion engine 5 and the electric motor 50, and the ECU 100 operates the internal combustion engine 5, that is, the engine rotation speed and the engine torque, and the operation state of the electric motor 50. That is, the motor rotation speed and the motor torque, the engagement / release state of the first clutch 21 and the second clutch 22, and the engagement / release of the gear stages 31 to 46 of the first transmission mechanism 30 and the second transmission mechanism 40. It is possible to control the state in a coordinated manner.

  In the hybrid vehicle 1 configured as described above, the engine output shaft 8 is connected to the first input shaft 27, the second clutch 22 by disengaging the first clutch 21 and releasing the second clutch 22. The first transmission mechanism 30 is engaged with the drive wheels 88 via the gear stage in the engaged state, the first output shaft 37, the power integration 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 shift the gear stage 39 by the gear stage in the engaged state, change the torque, and transmit it to the drive wheels 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the second output shaft 48 of the second transmission mechanism 40 via the power integration gear 58. The mechanical power transmitted to the second output shaft 48 is shifted by the gear position in the engaged state among the second gear positions (even stages) 42, 44, 46 of the second transmission mechanism 40, and the second The rotor 52 of the electric motor 50 is idled by being transmitted to the input shaft 28. Note that when the ECU 100 is in the disengaged state of all the gear stages 42, 44, and 46 of the second transmission mechanism 40, the power transmission is interrupted between the second output shaft 48 and the second input shaft 28, and the driving is performed. The rotation of the wheel 88 is not transmitted to the second input shaft 28.

  On the other hand, when the ECU 100 puts the second clutch 22 into the engaged state and puts the first clutch 21 into the released state, the engine output shaft 8 is brought into the engaged state in the second input shaft 28 and the second transmission mechanism 40. The drive wheel 88 is engaged through a certain gear stage, the second output shaft 48, the power integration gear 58, the propulsion shaft 66, and the final reduction gear 70. As a result, the second speed change mechanism 40 receives the mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the electric motor 50 by the second input shaft 28, and each speed stage (even number stage) 42, The gears 44 and 46 are shifted by the engaged gear stage, and the torque can be changed and transmitted to the drive shaft 80 engaged with the drive wheels 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the first output shaft 37 of the first transmission mechanism 30 via the power integration gear 58. The mechanical power transmitted to the first output shaft 37 is shifted by the engaged gear among the gears (odd number) 31, 33, 35 and the reverse gear 39 of the first transmission mechanism 30, The first input shaft 27 is rotated by being transmitted to the one input shaft 27. Note that when the ECU 100 is in the disengaged state of all the gear stages 31, 33, 35, 39 of the first transmission mechanism 30, the power transmission is interrupted between the first output shaft 37 and the first input shaft 27. The rotation of the drive wheel 88 is not transmitted to the first input shaft 27.

  In the hybrid vehicle 1 configured as described above, the mechanical power from the engine output shaft 8 of the internal combustion engine 5 is applied to the drive wheels 88 by alternately engaging the first clutch 21 and the second clutch 22. When changing the speed stage (power transmission speed stage) used for power transmission to be transmitted between the speed stages 31, 33, 35 of the first speed change mechanism 30 and the speed stages 42, 44, 46 of the second speed change mechanism 40 In addition, it is possible to prevent the power transmission from the engine output shaft 8 to the drive wheels 88 from being interrupted.

  For example, when performing an upshift to switch the power transmission shift speed 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 first clutch 21 is in the engaged state. When the second clutch 22 is in the disengaged state, the second input shaft 28 is idled by previously engaging the second speed gear stage 42. An operation of switching the first clutch 21 and the second clutch 22 by bringing the second clutch 22 to be released into the engaged state while putting the first clutch 21 in the engaged state into a released state, so-called “Clutch to clutch” is performed. As a result, the power transmission path from the engine output shaft 8 to the propulsion shaft 66 is gradually moved 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 upshift from the speed gear stage 31 to the second speed gear stage 42 is completed. In this way, the dual clutch type transmission 10 does not interrupt the transmission of power from the engine output shaft 8 to the drive wheels 88, and the second speed change mechanism, that is, the speed change stage of the first speed change mechanism 30, that is, the second speed change mechanism. An operation (hereinafter simply referred to as “shift”) for switching the power transmission gear can be performed between 40 gears, that is, even gears.

  Moreover, the hybrid vehicle 1 can implement | achieve various vehicle driving | running | working (running modes) by using together or selectively using the internal combustion engine 5 and the electric motor 50 as a motor. For example, “engine running”, which is a vehicle running in which only mechanical power output from the engine output shaft 8 of the internal combustion engine 5 is transmitted to the drive wheels 88 to generate a driving force, and from the engine output shaft 8 of the internal combustion engine 5. “HV traveling”, which is a vehicle traveling that generates driving force by integrating the mechanical power output and the mechanical power output from the rotor 52 of the electric motor 50 to the driving wheel 88, and the electric motor For example, there is “EV traveling” which is a vehicle traveling in which only mechanical power output from the 50 rotors 52 is transmitted to the driving wheels 88 to generate a driving force.

  These vehicle travels are automatically and sequentially switched by the ECU 100 in accordance with the vehicle driving force required by the driver and the storage state of the secondary battery 120 that stores the power supplied to the electric motor 50. Hereinafter, the control of the ECU 100 in each travel mode and the operations of the internal combustion engine 5, the first clutch 21 and the second clutch 22, the first transmission mechanism 30, the second transmission mechanism 40, and the electric motor 50 will be described together.

  The ECU 100 causes the first clutch 21 to be in an engaged state and the second clutch 22 to be in a released state, so that the dual clutch transmission 10 receives mechanical power from the engine output shaft 8 of the internal combustion engine 5 as the first power. 1 is received by one input shaft 27, and is shifted by one of the shift stages 31, 33, 35, 39 of the first transmission mechanism 30 and is transmitted from the first output shaft 37 to the drive wheels 88. be able to. Thus, the hybrid vehicle 1 can realize engine running when the first clutch 21 is engaged.

  In this case, by bringing any one of the gear stages 42, 44, 46 of the second transmission mechanism 40 into the engaged state, the second input shaft 28 rotates the rotational speed of the drive wheels 88, that is, the vehicle speed of the hybrid vehicle 1. It rotates at a rotation speed proportional to. At this time, the ECU 100 causes the electric motor 50 to power and output motor torque from the rotor 52 to the second input shaft 28, whereby the dual clutch transmission 10 is mechanically driven from the engine output shaft 8 of the internal combustion engine 5. The motive power and the mechanical power from the rotor 52 of the electric motor 50 are shifted by the gear position engaged in the first transmission mechanism 30 and the gear position engaged in the second transmission mechanism 40, respectively. It can be integrated by the power integration gear 58 and transmitted to the drive wheel 88. In this way, the hybrid vehicle 1 can achieve HV traveling when the first clutch 21 is engaged.

  On the other hand, the ECU 100 causes the first clutch 21 to be in the released state and the second clutch 22 to be in the engaged state, so that the dual clutch transmission 10 receives mechanical power from the engine output shaft 8 of the internal combustion engine 5, The gear is received by the second input shaft 28, and is shifted by the gear stage in any one of the gear stages 42, 44, 46 of the second transmission mechanism 40, and transmitted from the second output shaft 48 to the drive wheels 88. Can do. In this way, the hybrid vehicle 1 can realize engine running when the second clutch 22 is in an engaged state.

  In this case, the first input shaft 27 rotates at a rotational speed proportional to the vehicle speed of the hybrid vehicle 1 by engaging any one of the gear stages 31, 33, and 35 of the first transmission mechanism 30. To do. At this time, the ECU 100 causes the electric motor 50 to power and output motor torque from the rotor 52 to the second input shaft 28, so that the dual clutch type transmission 10 has mechanical power from the rotor 52 of the electric motor 50. The mechanical power from the engine output shaft 8 of the internal combustion engine 5 is integrated by the second input shaft 28, and is shifted by the gear stage in the engaged state in the second transmission mechanism 40, and is transmitted via the power integration gear 58. Can be transmitted to the drive shaft 80. In this way, the hybrid vehicle 1 can achieve HV traveling when the second clutch 22 is engaged.

  Further, when the hybrid vehicle 1 performs EV traveling that selectively uses only the electric motor 50 as a prime mover, unlike the above-described engine traveling and HV traveling control, the ECU 100 uses both the first clutch 21 and the second clutch 22. Both are released and the electric motor 50 is powered. The dual clutch transmission 10 receives the mechanical power from the rotor 52 of the electric motor 50 by the second input shaft 28 and shifts the gear by the gear position in the engaged state in the second transmission mechanism 40, and the power integrated gear. This is transmitted to the drive wheel 88 via 58.

  By the way, in the hybrid vehicle 1 in which the rotor 52 of the electric motor 50 is engaged with one of the two input shafts 27 and 28 of the dual clutch transmission 10 as described above, the rotor 52 is engaged. In the second speed change mechanism 40 that receives mechanical power from the two input shafts 28, the power transmission shift speed is switched while the second clutch 22 that engages the second input shaft 28 and the engine output shaft 8 is kept engaged. It may be required to perform an operation (jump step shift).

  Therefore, in the hybrid vehicle 1 according to the present embodiment, the second clutch 22 is engaged, and mechanical power (engine output) from the engine output shaft 8 is transmitted to the gear stages 42, 44, 46, when the speed is changed by the fourth speed gear stage 44 and transmitted to the drive wheels 88, the second speed change mechanism 40 is on the lower speed side from the fourth speed gear stage 44 that is the current speed change stage. The vehicle control executed by the ECU 100 as the control means when performing a downshift (jumping step shift) for switching to the second gear stage 42 will be described with reference to FIGS. 1, 4, and 5.

  FIG. 4 is a flowchart showing vehicle control executed by the ECU as the control means. FIG. 5 is a timing chart showing the vehicle control executed by the ECU as the control means and the operation of the hybrid vehicle.

  As an example, a description will be given of a case where the hybrid vehicle 1 performs the above-described engine travel and performs a jump shift (downshift) when the fourth speed gear stage 44 is used as a power transmission shift stage. To do. As shown before time T1 in FIG. 5, in the dual clutch transmission 10, the second clutch 22 is engaged and the first clutch 21 is disengaged. The mechanical power from the internal combustion engine 5 is transmitted to the second input shaft 28 via the second clutch 22, and the fourth speed gear stage 44 reduces the rotational speed with a predetermined reduction ratio and torque. Is increased and transmitted to the drive wheel 88.

  At this time, the internal combustion engine 5 generates an engine torque Te1 on the engine output shaft 8, and the engine torque Te1 is directly transmitted to the second input shaft 28 via the engaged second clutch 22. The The engine torque Te1 is increased by the engaged fourth gear 44 and the final reduction gear 70, and the drive torque Tg1 acts on the drive shaft 80 and the drive wheels 88. This driving torque Tg1 generates a driving force on the ground contact surface of the driving wheel 88, and the hybrid vehicle 1 is traveling at the vehicle speed Vs. At this time, the motor torque of the electric motor 50 is zero, and the rotor 52 is idling.

  At this time, as shown in FIG. 4, in step S100, the ECU 100 acquires various control variables. The control variables include the vehicle speed of the hybrid vehicle 1, the engine rotation speed and engine torque of the internal combustion engine 5, the motor rotation speed and motor torque of the electric motor 50, the drive torque acting on the drive wheels 88 (drive shaft 80), the first The gear stage (fourth gear stage) that is currently engaged in the transmission mechanism 30 and the second transmission mechanism 40, the engagement / disengagement state of the first clutch 21 and the second clutch 22, and requests from the hybrid vehicle 1 The required driving force is included.

  In step S102, the ECU 100 determines whether or not there is a jump shift request in the second transmission mechanism 40. Specifically, in the second speed change mechanism 40, the second speed gear stage 42, which is a lower speed gear stage, is substituted for the fourth speed gear stage 44, which is the current gear stage currently engaged. It is determined whether or not (new shift speed) is set to a new shift speed to be newly engaged. That is, in the second speed change mechanism 40, it is determined whether or not the fourth speed gear stage 44 is switched to the second speed gear stage 42.

  In this determination, the increase in the required driving force per time is larger than a predetermined determination value. When the engine torque of the internal combustion engine 5 increases or the motor torque of the electric motor 50 increases, the required driving force is immediately increased. When it is determined that it is difficult to realize the speed change, the ECU 100 determines that the second speed change mechanism 40 performs an operation of changing to a lower speed shift stage (jump step shift). This determination value is obtained in advance by a conformance experiment or the like, and is stored in the ROM of the ECU 100 as a control constant.

  When it is determined in the second transmission mechanism 40 that there is a request to switch the gear position from the fourth gear stage 44 to the second gear stage 42 (S102: Yes), the ECU 100 in step S104, the second transmission mechanism 40. , The second speed gear stage 42 (new gear stage) in the released state is brought into the engaged state after performing the releasing operation for releasing the fourth speed gear stage 44 (current gear stage) in the engaged state. The shift completion vehicle speed Ve, which is the vehicle speed at the completion of the engaging operation, is estimated.

  Specifically, the ECU 100 causes the second speed change mechanism 40 to start the releasing operation of the fourth speed gear stage 44 that is the current speed stage, that is, the current vehicle speed Vs and the fourth speed gear that is the current speed stage. The shift completion vehicle speed Ve is estimated based on the stage 44 and the second gear stage 42 which is the new shift stage.

  The shift completed vehicle speed Ve is determined based on the time required for releasing the fourth speed gear stage 44 (current gear stage), the time required for engaging the second speed gear stage 42 (new gear stage), In order to perform the engaging operation, the time necessary for setting the second input shaft 28 to a target rotational speed Nt, which will be described later, and the amount of decrease in the vehicle speed that decreases while the time elapses are obtained in advance by a suitable experiment or the like. In other words, the amount of decrease can be obtained by subtracting from the current (start time T1) shift start vehicle speed Vs. In other words, based on the shift start vehicle speed Vs, the current gear position (fourth speed gear stage 44) that is currently engaged, and the new gear stage (second gear stage 42) that is newly engaged, the shift is performed. The completed vehicle speed Ve can be estimated. Note that the current shift speed of the second speed change mechanism 40, the new shift speed, and the shift completion vehicle speed Ve with respect to the vehicle speed Vs are obtained in advance by a fitting experiment or the like, and are stored in the ROM of the ECU 100 as control constants.

  In step S106, the ECU 100 causes the second speed change mechanism 40 to perform an engagement operation for causing the second speed gear stage 42, which is the new speed stage in the released state, to be engaged. That is, the target rotational speed Nt that is the target value of the rotational speed of the second input shaft 28 is set.

Specifically, the ECU 100 determines the shift completion vehicle speed Ve estimated based on the vehicle speed Vs, the moving radius r of the drive wheels 88, the reduction ratio of the second speed gear stage 42, which is the new shift stage, and the final reduction ratio. A target rotational speed Nt is set based on Rf and the following formula (1).
Nt = Ve / r × Rt × Rf (1)
This target rotational speed Nt is the rotational speed of the second input shaft 28 that enables smooth engagement operation at the new gear stage (second gear stage 42), and in detail is proportional to the vehicle speed. The rotational speed of the second output shaft 48 and the rotational speed of the second speed counter gear 42 c that are proportional to the rotational speed of the second input shaft 28 are substantially the same.

  Note that the vehicle specifications such as the moving radius r, the final reduction ratio Rf, and the reduction ratio Rt for each of the gears 42, 44, 46 of the second transmission mechanism 40 are stored in the ROM of the ECU 100 as control constants. The final reduction ratio Rf includes not only the reduction ratio in the final reduction device 70 but also the reduction ratio between the second drive gear 48c and the power integrated gear 58.

  In step S108, the ECU 100 operates the electric motor 50 so as to cancel the engine torque Te1 transmitted to the second input shaft 28 via the engaged second clutch 22, and what is the engine torque Te1? A reverse torque is applied to the second input shaft 28 (time points T1 to T2 in FIG. 5). Specifically, the ECU 100 operates the electric motor 50 as an electric motor, and causes the rotor 52 to generate a motor torque Tm1 having a value substantially equal to the engine torque Te1 transmitted to the second input shaft 28 and in the opposite direction.

  By operating the electric motor 50 in this manner, the second input shaft 28 that engages with the engine output shaft 8 and the drive while the second clutch 22 remains engaged at the time T1 to T2 in FIG. Specifically, a state is created in which no torque acts between the second output shaft 48 engaged with the wheel 88 and between the fourth speed main gear 44a and the fourth speed counter gear 44c. Note that the driving torque acting on the driving wheel 88 becomes zero from time T1.

  In this state, the ECU 100 performs a releasing operation for canceling the engaged fourth gear stage 44 (S110). Since no torque acts between the fourth speed main gear 44a and the fourth speed counter gear 44c, the releasing operation of the fourth speed gear stage 44 can be performed smoothly.

  When the release operation of the fourth gear stage 44 is completed at the time T2 shown in FIG. 5, the second gear stage 42, 44, 46 of the second transmission mechanism 40 is in the released state, so Power transmission between the second input shaft 28 engaged with the engine output shaft 8 via the clutch 22 and the drive wheels 88 is interrupted. That is, from this time T2, the traveling load from the drive wheels 88 is not transmitted to the engine output shaft 8 of the internal combustion engine 5. The engine output shaft 8 and the second input shaft 28 and the rotor 52 engaged with the engine output shaft 8 idle together regardless of the rotational speed of the drive wheels 88, that is, the vehicle speed. In this state, by operating the electric motor 50 as an electric motor, the second input shaft 28 and the engine output shaft 8 engaged with the rotor 52 can be rotationally driven.

  In step S112, the ECU 100 determines that the engine speed Ns, i.e., the second speed, while the gears 42, 44, 46 of the second speed change mechanism 40 are all released (time points T2 to T3 in FIG. 5). The internal combustion engine 5 and the electric motor 50 are operated in a coordinated manner so that the rotational speed of the input shaft 28 becomes the target rotational speed Nt set in step S106.

  Specifically, the ECU 100 generates the engine torque Te2 necessary for maintaining the operating state of the internal combustion engine 5 in the engine output shaft 8, and applies the motor torque Tm2 to the rotor 52 of the electric motor 50 on the second input shaft 28. The rotational speed of the second input shaft 28 (that is, the engine rotational speed) is increased to the target rotational speed Nt set based on the vehicle speed Vs and the new gear position. The engine torque Te2 is a value necessary for maintaining the rotation of the engine output shaft 8 of the internal combustion engine 5.

  As shown at time T3 in FIG. 5, the engine rotational speed, that is, the rotational speed of the second input shaft 28 is increased to the target rotational speed Nt, so that it is proportional to the vehicle speed at the second speed gear stage 42 (new gear stage). The rotational speed of the second output shaft 48 and the rotational speed of the second speed counter gear 42c, which are proportional to the rotational speed of the second input shaft 28, are substantially matched. From this time point T3 to time point T4, the ECU 100 performs an engaging operation to bring the second gear stage 42 in the released state into the engaged state while keeping the second clutch 22 in the engaged state (S114).

  Specifically, by engaging the second speed coupling mechanism 42e, the second speed counter gear 42c and the second output shaft 48 are engaged, and the engagement of the second speed gear stage 42 is performed at time T4. The combined operation is completed. The engine output shaft 8 engages with the drive wheels 88 via the second clutch 22 and the second speed gear stage 42. Mechanical power from the engine output shaft 8 is shifted by the second gear stage 42 and transmitted to the drive wheels 88.

  Thus, after the time T4, the engine torque (for example, Te1) generated again by the internal combustion engine 5 on the engine output shaft 8 is decelerated by the second speed gear stage 42 to increase the torque, and the fourth speed gear stage. The drive torque Tg2 having a value higher than the drive torque Tg1 when the speed is changed by 44 can be applied to the drive wheels 88. That is, even with the same engine torque, a higher driving force can be generated in the driving wheel 88.

  As described above, the ECU 100 engages the second clutch 22 with the mechanical power from the engine output shaft 8 by any one of the shift stages 42, 44, 46 of the second transmission mechanism 40. When the gear is shifted and transmitted to the driving wheel 88, the amount of increase in the required driving force is large, and in the second transmission mechanism 40, from the fourth gear stage 44 (current gear stage) currently engaged, When it is determined that a jump step shift to switch to the second speed gear stage 42 (new gear stage) on the lower speed side is performed, the engine torque is transmitted in the opposite direction to cancel the engine torque transmitted to the second input shaft 28. The acting motor torque is applied to the second input shaft 28 by the electric motor 50, thereby creating a state in which no torque is applied in the engaged fourth speed gear stage 44 (current shift speed stage). In the engaged state As-a release operation of the fourth speed gear 44 in the released state it can be smoothly performed.

  Then, while the second clutch 22 is in an engaged state, the gears 42, 44, 46 of the second transmission mechanism 40 are all in a released state, that is, can rotate regardless of the vehicle speed. The internal combustion engine 5 and the second rotational speed of the second input shaft 28 are set so that the second speed gear stage 42 (new gear stage) to be newly engaged and the target rotational speed Nt set based on the vehicle speed are set. By rotating the electric motor 50 in cooperation with each other, the rotation speed of the second speed counter gear 42c engaged with the second input shaft 28 and the driving wheel 88 are engaged in the second speed gear stage 42. Thus, the rotation speed of the second output shaft 48 can be made to substantially coincide with each other, and the engagement operation for bringing the second speed gear stage 42 into the engaged state can be performed smoothly.

  In this way, the hybrid vehicle 1 switches from the current shift stage 44 to the new shift stage 42 on the lower speed side in the second transmission mechanism 40 with the second clutch 22 engaged. Shift can be realized smoothly.

  As described above, the hybrid vehicle 1 according to the present embodiment includes the internal combustion engine 5 that can output mechanical power from the engine output shaft 8 and the electric motor 50 that can input and output mechanical power from the rotor 52. The mechanical power received by the first input shaft 27 is shifted by one of the first gear stages 31, 33, 35, 39, and the drive wheels 88 are shifted. The mechanical power received by the first transmission mechanism 30 capable of transmitting toward the second input shaft 28 and the second input shaft 28 engaged with the rotor 50 of the electric motor 50 is selected from any of the second gear stages 42, 44, 46. It is possible to engage the second transmission mechanism 40 that can be shifted to the drive wheel 88, the engine output shaft 8 and the first input shaft 27 by shifting with one of the gears in the engaged state. First clutch 21, engine output shaft 8 and second input A dual clutch transmission 10 having a second clutch 22 capable of engaging with the engine 28, an operating state of the internal combustion engine 5 and the electric motor 50, an engaged / released state of the second clutch 22, The ECU 100 is provided as a control means capable of controlling the engagement / disengagement state at each gear stage 42, 44, 46 of the two-speed mechanism 40.

  When the second clutch 22 is engaged and the mechanical power from the engine output shaft 8 is shifted by the second transmission mechanism 40 and transmitted to the drive wheels 88, the ECU 100 performs the second transmission mechanism. 40, the second gear mechanism 40 is newly engaged from the current gear position (for example, the fourth gear stage 44) that is currently in the engaged state, with the second clutch 22 in the engaged state. When switching to a new shift speed (for example, the second gear stage 42) that is a shift speed to be brought into a state, the electric motor 50 causes the torque and the torque to be canceled out from the engine output shaft 8 to the second input shaft 28. A reverse torque is applied to the second input shaft 28 to cause the second speed change mechanism 40 to perform a release operation to release the current gear stage (fourth speed gear stage 44) in the engaged state, and then Shift stage 42 of second transmission mechanism 40 While both 44 and 46 are in the released state, the rotational speed of the second input shaft 28 is set to the target rotational speed Nt set based on the new gear stage (second gear stage 42) and the vehicle speed Vs. In order to achieve this, the internal combustion engine 5 and the electric motor 50 are operated in a coordinated manner, and the engaging operation is performed to bring the new gear (second gear stage 42) in the released state into the engaging state.

  As a result, the speed change stages 42, 44, 46 of the second speed change mechanism 40 in which the rotor 52 of the electric motor 50 is engaged with the second input shaft 28 while smoothly performing the release operation for releasing the current speed change stage 44. While both are in the released state, the second speed change mechanism 40 has a new rotation speed by setting the rotation speed of the second input shaft 28 to the target rotation speed Nt set based on the new gear stage 42 and the vehicle speed Vs. The engagement operation for bringing the gear stage 42 into the engaged state can be performed smoothly, and the jump gear shift in the second transmission mechanism 40 is performed while the second clutch 22 corresponding to the second input shaft 28 is kept in the engaged state. Can be realized.

  In the hybrid vehicle 1 according to the present embodiment, the ECU 100 estimates the shift completion vehicle speed Ve, which is the vehicle speed at the time T4 when the engagement operation of the new gear stage 42 is completed in the second transmission mechanism 40 (shift completion vehicle speed). The target rotational speed Nt is set based on the shift completion vehicle speed Ve and the new gear stage 42. If the shift completion vehicle speed Ve at the time T4 when the engagement operation of the new gear stage 42 is completed is estimated and the new gear stage 42 to be newly engaged is specified, the engagement operation of the new gear stage 42 is performed. The target rotation speed Nt of the second input shaft 28 that can be smoothly performed can be easily set.

  Further, in the hybrid vehicle 1 according to the present embodiment, the shift completion vehicle speed estimation means of the ECU 100 is a shift that is the vehicle speed at the time point T1 when the second transmission mechanism 40 starts the releasing operation from the current gear stage 44 to the new gear stage 42. The shift completion vehicle speed Ve is estimated based on the start vehicle speed Vs, the current gear stage 44, and the new gear stage 42. It is necessary to raise the second input shaft 28 to the target rotational speed Nt in order to perform the time required for releasing the current gear, the time required for engaging the new gear, and the engaging operation of the new gear. If the time and the amount of decrease in the vehicle speed that decreases while these times elapse are obtained in advance by a fitting experiment or the like, the shift completion vehicle speed Ve can be easily estimated based on the shift start vehicle speed Vs.

  In the present embodiment, the shift stages 42, 44, and 46 of the second transmission mechanism 40, which is a transmission mechanism in which the rotor 52 of the electric motor 50 engages with the input shaft (second input shaft 28), are even-numbered stages (first stage). 2nd gear stage, 4th speed gear stage, and 6th speed gear stage), but the aspect of the dual clutch transmission 10 to which the present invention is applicable is not limited to this. Absent. Of course, the gear stage of the second transmission mechanism 40 may be an odd-numbered stage, while the gear stage of the first transmission mechanism 30 may be an even-numbered stage.

  In the present embodiment, the electric motor 50 has a function as an electric motor that converts the supplied electric power into mechanical power and outputs the electric power, and a function as a generator that converts the input mechanical power into electric power. Although the motor generator is also provided, the electric motor according to the present invention is not limited to this. The electric motor 50 may be configured by an electric motor having only a function of converting electric power supplied from the secondary battery 120 into mechanical power and outputting it from the rotor 52.

  In each of the shift stages 31 to 46 of the first and second transmission mechanisms 30 and 40 according to this embodiment, the main gears 31a to 46a are coupled to the first input shaft 27 or the second input shaft 28, respectively. The counter gears 31c to 46c that mesh with the main gears 31a to 46a are rotatably provided around the first output shaft 37 or the second output shaft 48, and the coupling mechanisms 31e to 46e are counter gears 31c to 46e. 46c and the output shafts 37 and 48 corresponding thereto are engaged, but the mode of the coupling mechanism is not limited to this. In at least some of the shift stages 31 to 46 of the first and second transmission mechanisms 30 and 40, a main gear is provided to be rotatable around an input shaft corresponding thereto, and a counter gear is provided. It may be coupled to the corresponding output shaft, and the coupling mechanism may engage the main gear and the input shaft.

  Further, in the present embodiment, the rotor 52 of the electric motor 50 is coupled to the second input shaft 28 of the second transmission mechanism 40, but the dual clutch transmission 10 to which the present invention is applicable can be applied. The embodiment is not limited to this. The second input shaft 28 only needs to be engaged with the rotor 52 of the electric motor 50. For example, the rotational speed of the rotor is reduced between the second input shaft 28 and the rotor 52 to reduce the second input shaft 28. A speed reduction mechanism that transmits to the second input shaft 28 may be provided.

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

  In the present embodiment, the dual clutch transmission 10 transmits mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the electric motor 50 to the first transmission mechanism 30 and the second transmission mechanism 40. Although the speed is changed by at least one and transmitted from the power integrated gear 58 to the drive wheel 88 via the propulsion shaft 66 and the differential mechanism 74 of the final reduction gear 70, the first speed change mechanism 30 and the second speed change mechanism The mode of power transmission from 40 to the drive wheel 88 is not limited to this. In the dual clutch transmission 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 88, respectively. For example, the power integrated gear 58 or the first and second drive gears 37 c and 48 c meshing with the power integrated gear 58 may directly drive the ring gear 72 of the differential mechanism 74.

  In the present embodiment, the case where the hybrid vehicle 1 performs the engine traveling while performing the jumping shift (downshift) has been described. However, the vehicle traveling to which the control technology of the present invention can be applied is described here. It is not limited. The present invention can also be applied when the hybrid vehicle 1 is running on HV.

  In the present embodiment, in the second speed change mechanism 40 in which the rotor 52 of the electric motor 50 is engaged with the second input shaft 28, the power transmission speed is shifted from the fourth speed gear 44 to the second speed side. Although the case where the jump gear shift (downshift) for switching to the speed gear stage 42 is performed has been described, the jump gear shift mode to which the control technique of the present invention is applicable is not limited to this. The present invention can also be applied to a downshift in which the power transmission gear stage is switched from the sixth gear stage 46 to the second gear stage 42. The second transmission mechanism 40 can also be applied to an upshift in which the power transmission shift speed is switched to a higher speed shift speed.

  As described above, the present invention is useful for a hybrid vehicle including a dual clutch transmission, and in particular, the rotor of an electric motor is engaged with one of the two input shafts of the dual clutch transmission. Useful for hybrid vehicles.

It is a mimetic diagram showing a schematic structure of a hybrid vehicle concerning this embodiment. It is a mimetic diagram explaining the structure of the dual clutch mechanism concerning this embodiment. It is a schematic diagram explaining the structure of the dual clutch mechanism of the modification which concerns on this embodiment. It is a flowchart which shows the vehicle control which the control means (ECU) of the hybrid vehicle which concerns on this embodiment performs. It is a timing chart which shows the vehicle control which the control means (ECU) of the hybrid vehicle which concerns on this embodiment performs, and operation | movement of a hybrid vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Dual clutch type transmission 20 Dual clutch mechanism 21 1st clutch 22 2nd clutch 27 1st input shaft 28 2nd input shaft 30 1st speed change 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 Electric motor (motor generator)
52 Electric Motor Rotor 66 Propulsion Shaft 70 Final Deceleration Device 74 Differential Mechanism 80 Drive Shaft 88 Drive Wheel 100 Electronic Control Device for Hybrid Vehicle (ECU, Control Means, Storage Means, Shift Completion Vehicle Speed Estimation Means)

Claims (3)

An internal combustion engine and an electric motor as a prime mover;
A first speed change mechanism capable of shifting the mechanical power received by the first input shaft by a shift stage in any one of a plurality of shift stages and transmitting it to a drive wheel; and an electric motor The mechanical power received by the second input shaft that is engaged with the rotor of the second gear is shifted by a shift stage that is in any one of a plurality of shift stages and can be transmitted to the drive wheels. A speed change mechanism, a first clutch capable of engaging the engine output shaft of the internal combustion engine and the first input shaft, and a second clutch capable of engaging the engine output shaft and the second input shaft And a dual clutch transmission having
A control means capable of controlling an internal combustion engine and an electric motor, an engagement / release state of the second clutch, and an engagement / release state at each shift stage of the second transmission mechanism;
A hybrid vehicle with
The control means
When the second clutch is engaged and mechanical power from the engine output shaft is shifted by the second transmission mechanism and transmitted to the drive wheels, the second transmission mechanism is currently engaged. When switching from the current shift stage to the new shift stage, which is a shift stage that is newly engaged in the second transmission mechanism,
In order to cancel the torque transmitted from the engine output shaft to the second input shaft, a torque opposite to the torque is applied to the second input shaft by the electric motor, and the current shift gear in the engaged state in the second transmission mechanism. Let the release action to release the stage,
The internal gear engine and the electric motor are operated in a coordinated manner so that the rotational speed of the second input shaft becomes a target rotational speed set based on the vehicle speed and the new shift speed, and the new shift speed in the released state is engaged. A hybrid vehicle characterized in that the engaging operation is performed. The hybrid vehicle according to claim 1,
The control means
Shift completion vehicle speed estimation means for estimating a shift completion vehicle speed that is a vehicle speed at the time when the engagement operation of the new gear stage is completed in the second transmission mechanism;
The target vehicle speed is set based on the shift completion vehicle speed and the new gear position. The hybrid vehicle according to claim 2,
Shift completion vehicle speed estimation means,
The shift start vehicle speed, which is the vehicle speed at the time of starting the release operation from the current gear position to the new gear position in the second speed change mechanism, and the shift completion vehicle speed are estimated based on the current gear position and the new gear position. Hybrid vehicle.

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