JP2010076543A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To generate a proper drive force by suppressing the degradation of the charging status of a secondary battery. <P>SOLUTION: A hybrid vehicle includes: an internal combustion engine 10; first and second shift mechanisms 40 and 50; first and second clutches 61 and 62; a motor/generator 20 connected to a first shift mechanism 40 having a first speed gear stage 41; a battery monitoring unit 29 for detecting the charging status of a secondary battery 28; and a traveling mode setting means (electronic control device 100) for, when a vehicle travels at a low speed in such a status that a request driving force or a road surface gradient at the upstream side of a traveling path is large, and the charging status of the secondary battery 28 shows that its quick charging is not necessary, setting a traveling mode with the power of the internal combustion engine 10 through a first speed gear stage 41, and for, when the charging status of the secondary battery 28 show that its quick charging is necessary, setting the traveling mode in which the vehicle is made to travel with the power of the internal combustion 10 through a second speed gear stage 52 of a second transmission mechanism 50, and the motor/generator 20 is made to regenerate a power. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including a prime mover and an electric motor as power sources and a dual clutch transmission.

  2. Description of the Related Art In recent years, in the field of vehicle transmissions, a so-called dual clutch transmission (DCT: dual clutch transmission) that transmits power from a power source to wheels as a driving force without interruption is known. The dual clutch transmission can be broadly divided into a first transmission mechanism composed of an odd number of gears (hereinafter referred to as “odd number”) and an even number of gears (hereinafter referred to as “even number”). A first clutch configured to transmit power from the power source to the first speed change mechanism, or to interrupt transmission of the power, interposed between the second speed change mechanism configured by the power source and the first speed change mechanism; And a second clutch that is interposed between the power source and the second speed change mechanism and transmits power from the power source to the second speed change mechanism or interrupts transmission of the power. In this dual clutch transmission, when one clutch is engaged, the other clutch is disengaged and the gear of the speed change mechanism related to the other clutch is kept in a synchronized state. The other clutch is engaged together with the release of the one clutch, and the power is transmitted to the wheels as a driving force without interruption.

  For example, Patent Literature 1 below discloses a hybrid vehicle equipped with a dual clutch transmission. The hybrid vehicle disclosed in Patent Document 1 can transmit a motor (engine) and an electric motor (motor / generator) as a power source and the power of the engine by a first or second speed change mechanism and transmit it to wheels. And a dual clutch transmission capable of shifting the power of the motor / generator as an electric motor by a first transmission mechanism and transmitting the power to the wheels.

  In this type of hybrid vehicle, as a travel mode, generally, a prime mover travel mode in which a driving force is generated on wheels only by engine power via the first or second speed change mechanism, and a first speed change mechanism. A motor running mode that generates driving force on wheels using only motor / generator power and a motor / motor running mode that generates driving force on wheels using both engine power and motor / generator power are available. Has been. In addition, as a traveling mode of the hybrid vehicle, there is a traveling mode in which a motor / generator is operated as a generator in a prime mover traveling mode.

  In Patent Document 2 below, information on travel conditions on a planned travel path is acquired using a navigation system, and the engine and motor / generator operating amounts when traveling on the planned travel path based on the travel conditions are described. It describes a hybrid vehicle that performs a trial calculation and controls the amount of charge of a battery (secondary battery) according to the amount of operation.

JP 2005-147312 A JP 2001-197608 A

  By the way, in the hybrid vehicle having the dual clutch transmission as described above, when the motor / generator is connected to the transmission mechanism having the first speed gear stage, the power generation mode is generated in a state where a large driving force is generated during low-speed traveling. Can be used when the second gear of the other speed change mechanism that is not directly connected to the motor / generator is selected in the prime mover travel mode. Here, when the power generation mode is used when traveling in the prime mover travel mode, not all the engine power is used as the driving force of the wheels, but a part of the power is used for power generation. . That is, in this case, only the driving force based on the power obtained by subtracting the power generation in the power generation mode from the power of the engine is transmitted to the wheels. The amount of power generation increases as the charged state of the secondary battery decreases (that is, the amount of stored electricity decreases). Therefore, when such driving conditions are performed during low-speed traveling, the maximum driving force on the wheels is greatly reduced compared to the prime mover traveling mode at the first speed gear stage, and therefore the state of charge of the secondary battery is lowered. As a result, the driving performance (driving performance) of the vehicle is reduced, and especially when driving up a steep slope, more driving force is required than when driving on a flat road, so measures to improve the climbing performance are necessary. It becomes.

  Therefore, the present invention provides a hybrid vehicle that improves the disadvantages of the conventional example and can transmit an appropriate driving force according to the traveling road to the driving wheels while suppressing a decrease in the charged state of the secondary battery. Is the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, a prime mover that outputs a prime mover torque from an output shaft, a first input shaft to which the prime mover torque of the prime mover is transmitted, and an input that is input to the first input shaft. A first shift stage group including a plurality of types of shift stages including a first speed gear stage for performing a torque shift is provided, and the input torque of the first input shaft is set to any one of the first shift stage groups. A plurality of types including a first speed change mechanism that shifts and outputs the output, a second input shaft to which the prime mover torque of the prime mover is transmitted, and a second speed gear stage that changes the input torque input to the second input shaft. A second speed change mechanism that includes a second speed change group consisting of shift speeds, and that shifts and outputs an input torque of the second input shaft by any one of the second speed change speed groups; and an output of the prime mover Between the shaft and the first input shaft of the first speed change mechanism. A first clutch for releasing the engagement between them, a second clutch for engaging or releasing the engagement between the output shaft of the prime mover and the second input shaft of the second transmission mechanism, Torque transmission means for transmitting the output torque after the shift in the first transmission mechanism and the output torque after the shift in the second transmission mechanism to the drive wheels, and a rotary shaft coupled to the rotor has a first speed gear stage. A motor / generator that is engaged with the first input shaft of the speed change mechanism and operates as an electric motor or a generator, and one speed stage can be selected from the first speed stage group, and a speed change operation at that speed stage can be executed. The shift control means for selecting one shift stage from the second shift stage group and enabling the shift operation at the shift stage, and the first and second clutches. Clutch control hand that performs joint operation and engagement release operation And motor / generator control means for causing the motor / generator to operate as an electric motor to output electric motor torque or to operate as a generator to regenerate electric power or to apply regenerative braking to apply braking force to the drive wheels. It is equipped with. The invention described in claim 1 further includes charge state detection means for detecting the charge state of the secondary battery charged by the regenerative power of the motor / generator, the required driving force or the road surface on the upstream side of the travel path. When traveling at low speed with a large gradient, if the secondary battery is in a state that does not require quick charging of the secondary battery, the motor torque is transferred to the drive wheels via the first gear. If the travel mode is set to be transmitted and the secondary battery is in a state that requires a quick charge of the secondary battery, the motor torque is transmitted to the drive wheel side through the second gear. Travel mode setting means for setting the travel mode to cause the motor / generator to regenerate electric power with a part of the prime mover torque.

  The hybrid vehicle according to claim 1 requires the required driving force or the required driving force if the secondary battery does not require quick charging when traveling at a low speed with a large road gradient on the upstream side of the traveling path. Alternatively, the driving force corresponding to the road surface gradient on the upside of the traveling road can be generated on the driving wheels via the first speed gear stage. On the other hand, this hybrid vehicle can charge the secondary battery by regenerating the electric power of the motor / generator while generating as much driving force as possible on the driving wheel if the secondary battery needs to be charged quickly.

  In order to achieve the above object, according to a second aspect of the present invention, in the hybrid vehicle of the first aspect, the travel mode setting means is configured as follows. The travel mode setting means according to claim 2 is such that when the required driving force or the road surface gradient of the travel path is low and the vehicle is traveling at a low speed, first, the state of charge of the secondary battery satisfies the required amount of charge. For example, the driving mode is set so as to generate the driving force corresponding to the required driving force or the road surface gradient of the driving road. Further, the driving mode setting means does not require driving until the charging state of the secondary battery in that case is not required until the secondary battery is quickly charged, but can be charged if necessary. A driving mode that generates a driving force corresponding to the force or the road surface gradient of the traveling road or a driving force corresponding to the required driving force or the road surface gradient of the traveling road is generated by the prime mover torque and a part of the prime mover torque is supplied to the motor / generator. It is configured to be set to a travel mode in which electric power is regenerated. In addition, the driving mode setting means is configured so that the driving force corresponding to the required driving force or the road surface gradient of the driving road is provided if the charging state of the secondary battery in that case is a state that requires quick charging of the secondary battery. Is set to a running mode in which the motor / generator regenerates electric power using a part of the motor torque.

  When the hybrid vehicle according to claim 2 travels at a low speed while the required driving force or the road surface gradient of the travel path is small, if the charged state of the secondary battery satisfies the required storage amount, the required driving force or A driving force corresponding to the road surface gradient of the traveling road can be generated on the driving wheels. Further, this hybrid vehicle does not require the charging state of the secondary battery until the secondary battery is quickly charged, but if it is necessary, the secondary battery can be charged if required. If only the generation of the driving force according to the road surface gradient is required, the required driving force can be generated in the driving wheel, and if the secondary battery is also required to be charged, it is required. The secondary battery can be charged by regenerating the electric power of the motor / generator while generating the driving force on the driving wheels. Furthermore, this hybrid vehicle drives a required driving force or a driving force that is as close to the required value as possible if the charging state of the secondary battery requires quick charging of the secondary battery. The secondary battery can be charged by regenerating the electric power of the motor / generator while being generated in the wheel.

  In order to achieve the above object, according to a third aspect of the present invention, in the hybrid vehicle according to the first or second aspect, the threshold value used for determining the state of charge of the secondary battery is determined based on the road surface gradient of the traveling road. It has changed.

  In the hybrid vehicle according to the third aspect, by setting a lower threshold, the operation of the prime mover is stopped and the vehicle can run only with the power of the motor / generator, so that deterioration of fuel consumption can be prevented. On the other hand, when the threshold value is set to a high value, since the secondary battery is easily charged, it is easy to suppress a decrease in the charged state of the secondary battery.

  Since the hybrid vehicle according to the present invention sets the optimal travel mode according to the state of charge of the secondary battery and the required driving force (or road surface gradient of the travel path) during low speed travel, the secondary battery is charged during low speed travel. It is possible to travel at a low speed by generating a driving force corresponding to the traveling road, that is, the required driving force (or road surface gradient), on the driving wheel while minimizing the deterioration of the state.

  Embodiments of a hybrid vehicle according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  An embodiment of a hybrid vehicle according to the present invention will be described with reference to FIGS. A hybrid vehicle according to the present invention includes a prime mover and an electric motor as power sources, and a power transmission device having a dual clutch type transmission that transmits the power of the power source to driving wheels as a driving force. Reference numeral 1 in FIG. 1 indicates a hybrid vehicle of the present embodiment.

  Initially, the structure of the hybrid vehicle 1 of a present Example is demonstrated using FIG.

  The hybrid vehicle 1 includes a prime mover (here, an internal combustion engine that exemplifies engine torque) 10 as a power source that generates prime motor torque, and a motor / generator 20 that is another power source that generates motor torque. , A power transmission device (dual clutch type transmission comprising a plurality of gear stages to be described later) that transmits the power of the internal combustion engine 10 and the motor / generator 20 (motor torque and motor torque) to the left and right drive wheels WL and WR as a driving force. 30 and a final reduction gear 70).

  In addition, the hybrid vehicle 1 is provided with an electronic control unit (ECU) 100 that controls operations of the internal combustion engine 10, the motor / generator 20, and the dual clutch transmission 30. The electronic control unit 100 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation result of the CPU. , And a backup RAM for storing information prepared in advance.

  The internal combustion engine 10 is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy. Here, a reciprocating piston engine that outputs mechanical power from an output shaft (crankshaft) 11 by reciprocating movement of a piston (not shown) will be exemplified. The internal combustion engine 10 is provided with a fuel injection device and an ignition device (not shown), and the operation of the fuel injection device and the ignition device is controlled by the engine control means of the electronic control device 100. The engine control means controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device, so that the mechanical power output from the output shaft 11 of the internal combustion engine 10 (that is, Adjust the magnitude of the engine torque. At this time, if the internal combustion engine 10 is provided with an electronically controlled throttle device (not shown) or a drive device for an intake valve and an exhaust valve, the engine control means controls the opening degree of the throttle valve of the throttle device, the intake valve. The opening / closing timing control and lift amount control of the valve and exhaust valve are performed to adjust the mechanical power. Further, the internal combustion engine 10 is provided with a crank angle sensor 12 that detects the rotation angle (crank angle) of the output shaft 11. The crank angle sensor 12 transmits a detection signal to the electronic control unit 100, and the electronic control unit 100 calculates the engine speed Ne based on the detection signal.

  The motor / generator 20 functions as an electric motor that converts supplied electric power into mechanical power (that is, motor torque) and outputs it, and a generator that converts input mechanical power into electric power and recovers it. It has the function of. The motor / generator 20 is configured as, for example, a permanent magnet type AC synchronous motor, and a stator 21 that is supplied with three-phase AC power from the inverter 27 to form a rotating magnetic field, and is attracted to the rotating magnetic field and rotates. And a rotor 22 as a rotor. The motor / generator 20 is provided with a rotation sensor (resolver) (not shown) that detects the rotation angle position of the rotor 22, and the rotation sensor transmits a detection signal to the electronic control unit 100.

  In the present embodiment, mechanical power (motor torque) of the motor / generator 20 is input to the first transmission mechanism 40 described later via the gear pair 23, while the first transmission mechanism 40 is input via the gear pair 23. The motor / generator 20 is configured to input torque related to mechanical power from the motor / generator 20. The gear pair 23 includes a first gear 23a and a second gear 23b that are in mesh with each other. The first gear 23 a is attached to a rotating shaft (that is, an output shaft of the motor / generator 20) 24 connected to the rotor 22 so that it can rotate integrally with the rotor 22. On the other hand, the second gear 23b is formed to have a larger diameter than that of the first gear 23a, and is attached to the input shaft 42 so as to rotate integrally with the input shaft 42 of the first transmission mechanism 40. That is, the gear pair 23 creates an engaged state between the rotary shaft 24 and the input shaft 42 so as to interlock the rotation of the rotary shaft 24 of the rotor 22 and the rotation of the input shaft 42 of the first transmission mechanism 40. When the rotational torque is input from the rotor 22 side, it operates as a speed reducing means, while when the rotational torque is input from the input shaft 42 side of the first transmission mechanism 40, it operates as a speed increasing means. Therefore, the motor / generator 20 is operated as an electric motor, thereby transmitting the electric motor torque output from the rotor 22 to the first transmission mechanism 40 via the gear pair 23 functioning as a speed reduction unit. Further, the motor / generator 20 is operated as a generator, whereby the output torque from the input shaft 42 of the first transmission mechanism 40 is transmitted to the rotor 22 through the gear pair 23 that functions as a speed increasing means.

  Here, the DC power from the secondary battery 28 can be converted into AC power by the inverter 27 and supplied to the motor / generator 20. The motor / generator 20 supplied with the AC power operates as an electric motor and outputs mechanical power (motor torque) from the rotating shaft 24 of the rotor 22. On the other hand, when the motor / generator 20 is operated as a generator, the AC power from the motor / generator 20 is converted into DC power by the inverter 27 and recovered into the secondary battery 28 (that is, the power is regenerated). Or a braking force can be applied to the drive wheels WL and WR (that is, regenerative braking is performed) while regenerating electric power. At this time, when the mechanical power (output torque) output from the input shaft 42 of the first transmission mechanism 40 is input to the rotor 22 via the gear pair 23, the motor / generator 20 generates the input torque. Convert to AC power. The operation of the inverter 27 is controlled by motor / generator control means of the electronic control device 100.

  The hybrid vehicle 1 is also provided with a battery monitoring unit (charge state detection means) 29 that detects a state of charge (SOC) of the secondary battery 28. The battery monitoring unit 29 transmits a signal related to the detected state of charge of the secondary battery 28 (in other words, a signal related to the state of charge (SOC amount)) to the electronic control unit 100. The electronic control device 100 is provided with battery control means for determining the charging state of the secondary battery 28 based on the signal and determining whether or not the secondary battery 28 needs to be charged.

  As described above, the power transmission device transmits the power (engine torque and motor torque) of the internal combustion engine 10 and the motor / generator 20 to the left and right drive wheels WL and WR as driving force, and outputs related to the power. The torque is shifted and decelerated by the dual clutch transmission 30 and the final reduction gear 70 to change the magnitude, and output to the drive shafts DL and DR connected to the left and right drive wheels WL and WR. It is.

  The dual clutch transmission 30 illustrated here has five forward speeds and one reverse speed, and the first gear 41, the second gear 52, and the second gear are used as forward gears. A third gear stage 43, a fourth gear stage 54, and a fifth gear stage 45 are provided, and a reverse gear stage 59 is provided as a reverse gear stage. The forward gear is configured such that the gear ratio decreases in the order of the first speed gear stage 41, the second speed gear stage 52, the third speed gear stage 43, the fourth speed gear stage 54, and the fifth speed gear stage 45. is doing.

  The dual clutch transmission 30 includes a first speed change mechanism 40 having a first speed stage group composed of a plurality of kinds of speed stages and a second speed stage group consisting of a plurality of kinds of speed stages different from these. The mechanical power (engine torque) from the output shaft 11 of the internal combustion engine 10 is transmitted to the first speed change mechanism 40 or the first speed change mechanism 50 by using any one of the second speed change mechanism 50 and the first clutch 61 or the second clutch 62. A dual clutch mechanism 60 that transmits to any one of the two speed change mechanisms 50 is provided.

  First, the first transmission mechanism 40 will be described in detail. The first speed change mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs corresponding to each speed stage, and the first speed stage group includes an odd number of first speed gears 41, A third speed gear stage 43 and a fifth speed gear stage 45 are provided. The first speed change mechanism 40 applies the input torque input to the input shaft 42 to any one of the first speed stage groups (first speed gear stage 41, third speed gear stage 43, or fifth speed gear stage 45). The speed is changed using one shift speed, and is output to the output shaft 31 of the dual clutch transmission 30.

  A first clutch 61 of a dual clutch mechanism 60 is connected to one end side of the input shaft 42 of the first transmission mechanism 40, and the motor / generator 20 is connected to the other end side via the gear pair 23 as described above. Has been. Therefore, mechanical power (engine torque) of the internal combustion engine 10 can be input to the input shaft 42 via the first clutch 61, and the mechanical power of the motor / generator 20 can be input via the gear pair 23. Power (motor torque) can be input. That is, the input torque to the input shaft 42 of the first transmission mechanism 40 includes the engine torque of the internal combustion engine 10 via the first clutch 61 and the motor torque of the motor / generator 20 via the gear pair 23. Applicable.

  The first speed gear stage 41 is constituted by a gear pair of a first speed main gear 41a and a first speed counter gear 41c that are in mesh with each other. The first speed main gear 41 a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the first speed counter gear 41 c is attached to the output shaft 44 so as to be rotatable relative to the output shaft 44 of the first transmission mechanism 40. The input shaft 42 and the output shaft 44 are arranged in parallel at a predetermined interval.

  Here, in the first speed change mechanism 40, a first speed coupling mechanism 41d that engages the first speed counter gear 41c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The first speed coupling mechanism 41d has an engagement state in which the first speed counter gear 41c and the output shaft 44 are engaged so as to rotate integrally, and the first speed counter gear 41c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. The first speed coupling mechanism 41d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown) for switching the operation mode. When the first speed gear stage 41 is selected, the speed change control means can operate the first speed coupling mechanism 41d to be in an engaged state and execute a speed change operation at the first speed gear stage 41. If any other gear is selected, the first speed coupling mechanism 41d is operated to be in a released state (non-engaged state) so as to avoid the gear shifting operation at the first speed gear 41. Let

  When the first speed gear stage 41 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 first sets the first speed counter gear 41 c and the output shaft 44 to be in an engaged state. The fast coupling mechanism 41d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the first speed main gear 41a and the first speed counter gear 41c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the first gear 41 is transmitted to the output shaft 44.

  The third speed gear stage 43 is constituted by a gear pair of a third speed main gear 43a and a third speed counter gear 43c that are in mesh with each other. The third speed main gear 43a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the third speed counter gear 43 c is attached to the output shaft 44 so as to be rotatable relative to the output shaft 44 of the first transmission mechanism 40.

  Here, in the first speed change mechanism 40, a third speed coupling mechanism 43d that engages the third speed counter gear 43c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The third speed coupling mechanism 43d is in an engaged state in which the third speed counter gear 43c and the output shaft 44 are engaged so as to rotate integrally, and the third speed counter gear 43c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. The third speed coupling mechanism 43d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown) for switching the operation mode. If the third speed gear stage 43 is selected, the speed change control means can operate the third speed coupling mechanism 43d to be in an engaged state and execute a speed change operation at the third speed gear stage 43. If the other speed is selected, the third speed coupling mechanism 43d is operated to be in a released state (non-engaged state) so as to avoid the speed change operation at the third speed gear stage 43. Let

  When the third speed gear stage 43 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 performs the third operation so that the third speed counter gear 43 c and the output shaft 44 are engaged. The fast coupling mechanism 43d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the third speed main gear 43a and the third speed counter gear 43c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the third speed gear stage 43 is transmitted to the output shaft 44.

  The fifth speed gear stage 45 is constituted by a gear pair of a fifth speed main gear 45a and a fifth speed counter gear 45c that are in mesh with each other. The fifth speed main gear 45a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the fifth speed counter gear 45 c is attached to the output shaft 44 so as to be rotatable relative to the output shaft 44 of the first transmission mechanism 40.

  Here, in the first speed change mechanism 40, a fifth speed coupling mechanism 45d that engages the fifth speed counter gear 45c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The fifth speed coupling mechanism 45d has an engagement state in which the fifth speed counter gear 45c and the output shaft 44 are engaged so as to rotate integrally, and the fifth speed counter gear 45c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. The fifth speed coupling mechanism 45d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown). If the fifth speed gear stage 45 is selected, the speed change control means can operate the fifth speed coupling mechanism 45d to be in an engaged state and execute a speed change operation at the fifth speed gear stage 45. If the other speed is selected, the fifth speed coupling mechanism 45d is operated to be in a released state (non-engaged state) so as to avoid the speed change operation at the fifth speed gear 45. Let me.

  When the fifth speed gear stage 45 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 is operated so that the fifth speed counter gear 45 c and the output shaft 44 are engaged. The fast coupling mechanism 45d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the fifth speed main gear 45a and the fifth speed counter gear 45c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the fifth speed gear stage 45 is transmitted to the output shaft 44.

  A first drive gear 44 a is attached to the output shaft 44 of the first transmission mechanism 40 so as to rotate together with the output shaft 44. The first drive gear 44 a is meshed with a power integrated gear 32 that rotates integrally with the output shaft 31 of the dual clutch transmission 30. Accordingly, the output shaft 31 of the dual clutch transmission 30 has a rotational torque (output torque) of the output shaft 44 of the first transmission mechanism 40 changed according to the gear ratio between the first drive gear 44a and the power integrated gear 32. ) Is transmitted. The first drive gear 44a, the power integration gear 32, and the output shaft 31, together with the final reduction gear 70 and the drive shafts DL and DR described later, direct the output torque after the shift in the first transmission mechanism 40 to the drive wheels WL and WR. To transmit torque.

  Next, the second speed change mechanism 50 will be described in detail. Similar to the first transmission mechanism 40, the second transmission mechanism 50 is configured as a parallel shaft gear device including a plurality of gear pairs corresponding to each gear stage, and is an even-numbered second speed gear stage. 52, the fourth speed gear stage 54, and the reverse gear stage 59 are provided as a second gear stage group. The second speed change mechanism 50 applies the input torque input to the input shaft 51 to any one of the second speed stage groups (second speed gear stage 52, fourth speed gear stage 54, or reverse gear stage 59). The gear is shifted using the shift speed, and is output toward the output shaft 31 of the dual clutch transmission 30.

  The second clutch 62 of the dual clutch mechanism 60 is connected to the input shaft 51 of the second transmission mechanism 50 at one end thereof. Accordingly, mechanical power (engine torque) of the internal combustion engine 10 can be input to the input shaft 51 via the second clutch 62. That is, the input torque to the second transmission mechanism 50 corresponds to the engine torque of the internal combustion engine 10 via the second clutch 62.

  The second speed gear stage 52 is constituted by a gear pair of a second speed main gear 52a and a second speed counter gear 52c that are in mesh with each other. The second speed main gear 52a is attached to the input shaft 51 so as to rotate integrally with the input shaft 51 of the second transmission mechanism 50. On the other hand, the second speed counter gear 52 c is attached to the output shaft 53 so as to be rotatable relative to the output shaft 53 of the second transmission mechanism 50. The input shaft 51 and the output shaft 53 are arranged in parallel at a predetermined interval.

  Here, a second speed coupling mechanism 52d that engages the second speed change mechanism 50 as necessary so that the second speed counter gear 52c and the output shaft 53 that can rotate relative to each other can be rotated together. It has. The second speed coupling mechanism 52d has an engagement state in which the second speed counter gear 52c and the output shaft 53 are engaged so as to rotate integrally, and the second speed counter gear 52c and the output shaft 53 rotate relative to each other. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. The second speed coupling mechanism 52d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown) for switching the operation mode. If the second speed gear stage 52 is selected, the speed change control means can operate the second speed coupling mechanism 52d to be in an engaged state and execute a speed change operation at the second speed gear stage 52. If the other speed is selected, the second speed coupling mechanism 52d is operated to be in a released state (non-engaged state) so as to avoid a speed change operation at the second speed gear 52. Let

  When the second speed gear stage 52 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 sets the second speed counter gear 52 c and the output shaft 53 so that they are engaged. The fast coupling mechanism 52d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 51 of the second transmission mechanism 50 is transmitted to the output shaft 53 via the second speed main gear 52a and the second speed counter gear 52c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 51 by changing the speed at the second gear stage 52 is transmitted to the output shaft 53.

  The fourth speed gear stage 54 is constituted by a gear pair of a fourth speed main gear 54a and a fourth speed counter gear 54c that are in mesh with each other. The fourth speed main gear 54 a is attached to the input shaft 51 so as to rotate together with the input shaft 51 of the second transmission mechanism 50. On the other hand, the fourth speed counter gear 54 c is attached to the output shaft 53 so as to be rotatable relative to the output shaft 53 of the second transmission mechanism 50.

  Here, in the second speed change mechanism 50, a fourth speed coupling mechanism 54d that engages the fourth speed counter gear 54c and the output shaft 53, which can rotate relative to each other, as necessary so that they can rotate together. It has. The fourth speed coupling mechanism 54d is engaged with the fourth speed counter gear 54c and the output shaft 53 so as to rotate together, and the fourth speed counter gear 54c and the output shaft 53 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. The fourth speed coupling mechanism 54d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown). If the fourth speed gear stage 54 is selected, the speed change control means can operate the fourth speed coupling mechanism 54d to be in an engaged state and execute a speed change operation at the fourth speed gear stage 54. If the other gear position is selected, the fourth speed coupling mechanism 54d is operated to be in a released state (non-engaged state) so as to avoid a speed change operation at the fourth speed gear stage 54. Let

  When the fourth speed gear stage 54 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 performs the fourth operation so that the fourth speed counter gear 54 c and the output shaft 53 are engaged. The fast coupling mechanism 54d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 51 of the second transmission mechanism 50 is transmitted to the output shaft 53 via the fourth speed main gear 54a and the fourth speed counter gear 54c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 51 by changing the speed at the fourth speed gear stage 54 is transmitted to the output shaft 53.

  The reverse gear stage 59 includes a reverse main gear 59a, a reverse intermediate gear 59b, and a reverse counter gear 59c. The reverse main gear 59a is attached to the input shaft 51 so as to rotate together with the input shaft 51 of the second transmission mechanism 50. The reverse intermediate gear 59b is in mesh with the reverse main gear 59a and the reverse counter gear 59c, and rotates so as to be able to rotate integrally with a rotary shaft 59f different from the input shaft 51 and the output shaft 53 of the second transmission mechanism 50. It is attached to the shaft 59f. The reverse counter gear 59c is attached to the output shaft 53 so as to be rotatable relative to the output shaft 53 of the second transmission mechanism 50.

  Here, the second transmission mechanism 50 is provided with a reverse coupling mechanism 59d that engages the reverse counter gear 59c and the output shaft 53, which can rotate relative to each other, if necessary so that they can rotate together. . The reverse coupling mechanism 59d is engaged (engaged so that the reverse counter gear 59c and the output shaft 53 rotate together), and released (non-rotated) so that the reverse counter gear 59c and the output shaft 53 rotate relative to each other. It is configured so that it can be switched between a released state (non-engaged state) to be engaged). The reverse coupling mechanism 59d is controlled by the shift control means of the electronic control unit 100 via an actuator (not shown) for switching the operation mode. When the reverse gear stage 59 is selected, the shift control means operates the reverse coupling mechanism 59d to be in an engaged state so that the shift operation at the reverse gear stage 59 can be executed. If the gear position is selected, the reverse coupling mechanism 59d is operated so as to be in a released state (non-engaged state) in order to avoid a shift operation at the reverse gear stage 59.

  When the reverse gear stage 59 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 sets the reverse coupling mechanism 59d so that the reverse counter gear 59c and the output shaft 53 are engaged. Operate. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) on the input shaft 51 of the second transmission mechanism 50 is applied to the output shaft 53 via the reverse main gear 59a, the reverse intermediate gear 59b, and the reverse counter gear 59c. It is transmitted. That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 51 through the reverse gear stage 59 is transmitted to the output shaft 53.

  A second drive gear 53 a is attached to the output shaft 53 of the second speed change mechanism 50 so as to rotate together with the output shaft 53. The second drive gear 53a is meshed with the power integration gear 32 described above. Accordingly, the output torque 31 of the output shaft 53 of the second speed change mechanism 50 changed according to the gear ratio of the second drive gear 53a and the power integrated gear 32 is applied to the output shaft 31 of the dual clutch transmission 30. Is transmitted. The second drive gear 53a, the power integration gear 32, and the output shaft 31 together with the final reduction gear 70 and the drive shafts DL and DR, which will be described later, direct the output torque after the shift in the second transmission mechanism 50 to the drive wheels WL and WR. To transmit torque.

  Next, the dual clutch mechanism 60 will be described in detail. As described above, the dual clutch mechanism 60 uses any one of the first clutch 61 or the second clutch 62 to transmit the mechanical power (engine torque) of the internal combustion engine 10 to the first transmission mechanism 40 or This is transmitted to any one of the second transmission mechanisms 50.

  First, the first clutch 61 engages the output shaft 11 of the internal combustion engine 10 and the input shaft 42 of the first transmission mechanism 40, and releases the output shaft 11 and the input shaft 42 from the engaged state. This is a friction clutch device configured to be able to switch between a disengaged state (non-engaged state) to be (non-engaged). The engaged state here refers to a state where torque can be transmitted between the output shaft 11 and the input shaft 42, and the released state (non-engaged state) refers to the output shaft 11 and the input shaft. This is a state where torque cannot be transmitted to the shaft 42.

  For example, as the first clutch 61, a dry or wet single plate clutch or a multi-plate clutch may be used. Here, a friction type disc clutch is used that has a disc-shaped friction plate and transmits mechanical power (engine torque) of the internal combustion engine 10 to the first transmission mechanism 40 by the frictional force of the friction plate. The first clutch 61 is engaged with the output shaft 11 of the internal combustion engine 10 and the input shaft 42 of the first transmission mechanism 40 to engage with each other, thereby transmitting the mechanical force transmitted from the output shaft 11. Power (engine torque) is transmitted to the input shaft 42. Thereby, in the first speed change mechanism 40, the mechanical power (engine torque) is changed at any one of the first speed gear stage 41, the third speed gear stage 43, and the fifth speed gear stage 45. It is transmitted to the output shaft 44.

  The second clutch 62 engages the output shaft 11 of the internal combustion engine 10 and the input shaft 51 of the second transmission mechanism 50, and releases the output shaft 11 and the input shaft 51 from the engaged state. This is a friction clutch device configured to be able to be switched between a disengaged state (non-engaged state) to be (non-engaged). The engaged state here refers to a state where torque can be transmitted between the output shaft 11 and the input shaft 51, and the released state (non-engaged state) refers to the output shaft 11 and the input shaft. This is a state where torque cannot be transmitted to the shaft 51.

  For example, as the second clutch 62, as with the first clutch 61, a dry or wet single plate clutch or a multi-plate clutch may be used. Here, a friction type disk clutch is used that has a disk-like friction plate and transmits mechanical power (engine torque) of the internal combustion engine 10 to the second transmission mechanism 50 by the friction force of the friction plate. The second clutch 62 engages the output shaft 11 of the internal combustion engine 10 and the input shaft 51 of the second speed change mechanism 50 by performing an engaging operation, thereby transmitting the mechanical force transmitted from the output shaft 11. Power (engine torque) is transmitted to the input shaft 51. As a result, in the second speed change mechanism 50, the mechanical power (engine torque) is changed at any one of the second speed gear stage 52, the fourth speed gear stage 54, or the reverse gear stage 59, and the output shaft. 53.

  The first clutch 61 and the second clutch 62 are controlled by the electronic control unit 100 via the actuators 61a and 62a shown in FIG. The electronic control device 100 includes clutch control means for switching only one of the first clutch 61 and the second clutch 62 to an engaged state and switching the other to a released state (non-engaged state). . Therefore, the dual clutch mechanism 60 can transmit the mechanical power (engine torque) of the internal combustion engine 10 only to one of the first transmission mechanism 40 and the second transmission mechanism 50. The clutch control means is also configured to be able to switch both the first clutch 61 and the second clutch 62 to a released state (non-engaged state). For this reason, the dual clutch mechanism 60 can prevent the mechanical power (engine torque) of the internal combustion engine 10 from being transmitted to the first transmission mechanism 40 and the second transmission mechanism 50.

  Hereinafter, the specific structure of the dual clutch mechanism 60 will be described in detail with reference to FIG.

  The dual clutch mechanism 60 includes an annular or disk-like friction plate 61b constituting the first clutch 61, an annular or disk-like friction plate 62b constituting the second clutch 62, and the friction plates 61b, And a clutch housing 63 that houses 62b. The clutch housing 63 is disposed concentrically with the output shaft 11 of the internal combustion engine 10 and is in a coupled state with the output shaft 11. Therefore, the clutch housing 63 rotates integrally with the output shaft 11 of the internal combustion engine 10.

  Here, the input shaft 42 of the first speed change mechanism 40 and the input shaft 51 of the second speed change mechanism 50 have a double shaft structure arranged coaxially as shown in FIG. Here, the input shaft 42 of the first speed change mechanism 40 is formed as a hollow shaft, and the input shaft 51 of the second speed change mechanism 50 is disposed inside the input shaft 42 so that they can rotate relative to each other. is doing. One end of the input shaft 51 of the second transmission mechanism 50 extends from the input shaft 42 of the first transmission mechanism 40 toward the output shaft 11 of the internal combustion engine 10. The friction plate 61b forming the first clutch 61 is concentrically attached to one end of the input shaft 42 of the first transmission mechanism 40, and the friction plate 62b forming the second clutch 62 is the second transmission mechanism. One end of 50 input shafts 51 is concentrically attached. These friction plates 61b and 62b also rotate relative to each other.

  In the dual clutch transmission 30 of the present embodiment, the first speed gear stage 41, the third speed gear 41 of the first speed change mechanism 40 are directed from the output shaft 11 side of the internal combustion engine 10 as the input shaft toward the output shaft 31 side. The first speed main gear 41a, the third speed main gear 43a and the fifth speed main gear 45a in the speed gear stage 43 and the fifth speed gear stage 45 are disposed on the input shaft 42, and then the second speed change mechanism 50 has a second speed. A second speed main gear 52 a, a fourth speed main gear 54 a, and a reverse main gear 59 a in the speed gear stage 52, the fourth speed gear stage 54, and the reverse gear stage 59 are disposed on the input shaft 51.

  The first clutch 61 includes, in addition to the friction plate 61b, a friction plate operating member (not shown) disposed to face the surface of the friction plate 61b opposite to the friction material portion, and the friction plate operating member. And an actuator 61a for driving the motor. When switching the first clutch 61 to the engaged state, the clutch control means of the electronic control device 100 operates the actuator 61 a so that the friction plate operating member presses the friction plate 61 b against the clutch housing 63. Accordingly, in the first clutch 61, the friction material portion of the friction plate 61b and the clutch housing 63 are integrated with each other by the frictional force, so that the output shaft 11 of the internal combustion engine 10 and the input shaft 42 of the first transmission mechanism 40 are connected. The mechanical power (engine torque) in the output shaft 11 is transmitted to the input shaft 42.

  Here, the first clutch 61 stops the operation of the actuator 61a when the engagement is released between the output shaft 11 and the input shaft 42 to switch to the release state (non-engagement state). The friction plate 61b may be separated from the clutch housing 63 by a repulsive force or the like. The actuator 61a is operated in a direction opposite to that in the engagement operation, and the friction plate operating member is moved to move the friction plate. A configuration in which 61b is separated from the clutch housing 63 may be employed.

  The second clutch 62 includes a friction plate operating member (not shown) and an actuator 62a similar to the first clutch 61 in addition to the friction plate 62b. When switching the second clutch 62 to the engaged state, the clutch control means of the electronic control device 100 operates the actuator 62 a so that the friction plate operating member presses the friction plate 62 b against the clutch housing 63. As a result, in the second clutch 62, the friction material portion of the friction plate 62b and the clutch housing 63 are integrated with each other by the frictional force. The mechanical power (engine torque) in the output shaft 11 is transmitted to the input shaft 51.

  Similar to the first clutch 61, the second clutch 62 performs an operation of releasing the engagement between the output shaft 11 and the input shaft 51 to switch to the released state (non-engaged state). The friction plate 62b may be separated from the clutch housing 63 by a repulsive force or the like by stopping the operation of the 62a, and the actuator 62a is operated in a direction opposite to that in the engaged state, and the friction plate operating member The friction plate 62b may be separated from the clutch housing 63 by moving.

  The final reduction gear 70 decelerates the input torque input from the output shaft 31 of the dual clutch transmission 30 and distributes it to the left and right drive shafts DL and DR. The final reduction gear 70 includes a pinion gear 71 attached to the end of the output shaft 31, a ring gear 72 that meshes with the pinion gear 71 and converts the rotation direction to an orthogonal direction while reducing the rotation torque of the pinion gear 71, And a differential mechanism 73 that distributes rotational torque input via the ring gear 72 to the left and right drive shafts DL and DR.

  In the hybrid vehicle 1, the compressor 81 of the air conditioner is operated by the rotation of the rotor 22 of the motor / generator 20. Therefore, the rotating shaft 82 of the compressor 81 is attached to the rotor 22 as shown in FIG.

  Furthermore, the hybrid vehicle 1 is provided with a braking device 90 capable of generating a braking force of an individual magnitude on each wheel. Here, the braking device 90 will be described by taking the driving wheels WL and WR as an example, but the braking device 90 is configured in the same manner as the driving wheels WL and WR even in a driven wheel (not shown).

  The braking device 90 includes a brake pedal 91 that is operated by the driver, and a brake boosting unit that doubles the operation pressure (pedal depression force) that is input to the brake pedal 91 and is associated with the driver's brake operation at a predetermined boost ratio. (Brake booster) 92 and a master cylinder 93 for converting the pedal depression force doubled by the brake boosting means 92 into a brake fluid pressure (hereinafter referred to as “master cylinder pressure”) corresponding to the operation amount of the brake pedal 91. And a brake fluid pressure adjusting means (hereinafter referred to as “brake actuator”) 94 for adjusting the master cylinder pressure as it is or for each wheel, and driving wheels WL and WR to which the brake fluid pressure transmitted through the brake actuator 94 is transmitted. The brake fluid pressure pipes 95L and 95R and the brake fluid pressures of the brake fluid pressure pipes 95L and 95R are supplied respectively. Of the driving wheels WL, braking force generating means 96L for generating a braking force to WR, constructed and 96R, by.

  The brake actuator 94 includes, for example, an oil reservoir (not shown), an oil pump, and an increase / decrease control valve for increasing / decreasing the brake fluid pressure with respect to the respective brake fluid pressure pipes 95L and 95R. The brake actuator 94 is driven and controlled by a brake control means of an electronic control device (brake ECU) 105 for the brake device, such as an oil pump and an increase / decrease control valve.

  The braking force generators 96L and 96R are friction brake devices that apply a frictional force to a member that rotates integrally with the drive wheels WL and WR, thereby suppressing the rotation of the drive wheels WL and WR and performing a braking operation. is there. For example, the braking force generating means 96L, 96R includes a disk rotor 96a attached so as to be integrated with the drive wheels WL, WR, a brake pad 96b as a friction material that is pressed against the disk rotor 96a to generate a frictional force, The caliper 96c is fixed to the vehicle main body and pushes the brake pad 96b toward the disc rotor 96a by the brake fluid pressure supplied from the brake actuator 94. The braking force generating means 96L, 96R presses the brake pad 96b against the disc rotor 96a with a pressing force corresponding to the master cylinder pressure or the adjusted brake fluid pressure sent from the brake actuator 94. Accordingly, a braking force (braking torque) having a magnitude corresponding to the master cylinder pressure or the adjusted brake fluid pressure is generated in the drive wheels WL and WR. Hereinafter, the braking force and braking torque generated by the master cylinder pressure are referred to as “master cylinder pressure braking force” and “master cylinder pressure braking torque”, respectively. Further, the braking force and braking torque generated by the brake fluid pressure after adjusting the master cylinder pressure are referred to as “pressurized braking force” and “pressurized braking torque”, respectively.

  The braking control means sets the required braking force (required braking torque) of the drive wheels WL and WR based on, for example, the brake operation amount of the driver. The brake operation amount is a pedal depression force input to the brake pedal 91 or a depression amount (that is, a movement amount) of the brake pedal 91, and is detected by the brake operation amount detection unit 97 shown in FIG. This braking control means generates each braking force that can compensate for the shortage of the master cylinder pressure braking force (master cylinder pressure braking torque) if the required braking force (requested braking torque) is insufficient. The target brake fluid pressure to the means 96L, 96R is obtained, and the brake actuator 94 is controlled based on the target brake fluid pressure to pressurize the master cylinder pressure, and the required braking force (required braking torque) is satisfied. Power (pressurized braking torque) is generated in the braking force generation means 96L, 96R.

  In the hybrid vehicle 1 described above, the electronic control unit 100 mainly operates such that the shift control means engages the coupling mechanism of the required shift stage in one of the transmission mechanisms, and responds to the required shift stage. The clutch control means engages the clutch to be performed. At this time, the electronic control unit 100 operates the shift control means so that the coupling mechanism of the next required shift stage in the other shift mechanism is engaged, and the other clutch corresponding to the required shift stage is engaged. The clutch control means is released. When the electronic control unit 100 shifts to the next required shift speed, the clutch control means releases the clutch corresponding to the current required shift speed, and simultaneously releases the other clutch corresponding to the next required shift speed. Engage. As a result, the hybrid vehicle 1 can quickly shift to the next required shift speed, and can continue to transmit the mechanical power of the internal combustion engine 10 to the drive wheels WL and WR without interruption.

  Specifically, when the required shift speed is selected from the first speed gear stage 41, the third speed gear stage 43, or the fifth speed gear stage 45 in the first transmission mechanism 40, the electronic control unit 100 performs the shift control. The coupling mechanism (the first speed coupling mechanism 41d, the third speed coupling mechanism 43d or the fifth speed coupling mechanism 45d) of the required gear stage is controlled to be engaged by the means, and the clutch control means The first clutch 61 is controlled to be engaged and the second clutch 62 is controlled to be released.

  As a result, in the hybrid vehicle 1, the input shaft 42 of the first transmission mechanism 40 via the first clutch 61 in which the rotational torque (engine torque) of the output shaft 11 of the internal combustion engine 10 is half-engaged or engaged. , And the rotational torque of the input shaft 42 is shifted through the required shift speed and transmitted to the output shaft 44 of the first transmission mechanism 40. In the half-engaged state, the friction plate 61b and the clutch housing 63 come into contact with the control of the actuator 61a, and the rotation of the friction plate 61b and the clutch housing 63 (in other words, the output shaft 11 of the internal combustion engine 10). The state until the rotation of the input shaft 42 of the first transmission mechanism 40 is synchronized. For this reason, the engagement state here refers to a state after the rotation of the friction plate 61b and the clutch housing 63 is synchronized. The released state of the first clutch 61 refers to a state where the friction plate 61b and the clutch housing 63 are not in contact. The same applies to the second clutch 62 with respect to the released state, the half-engaged state, and the engaged state. The rotational torque of the output shaft 44 (output torque of the first transmission mechanism 40) is decelerated via the first drive gear 44a, the power integrated gear 32, and the final reduction gear 70, and the differential of the final reduction gear 70 is obtained. The mechanism 73 distributes the left and right drive shafts DL and DR. Accordingly, the hybrid vehicle 1 in this case shifts and decelerates the mechanical power (engine torque) of the internal combustion engine 10 by the first speed change mechanism 40 and the final reduction gear 70, and the driving force obtained thereby is supplied to each drive wheel WL. , Drive to WR. At that time, the motor / generator 20 may be operated as an electric motor or a generator.

  First, the battery control means of the electronic control device 100 determines whether or not the secondary battery 28 needs to be charged based on the signal related to the charging state of the secondary battery 28 received from the battery monitoring unit 29. . The motor / generator control means of the electronic control device 100 can determine the operation mode of the motor / generator 20 according to the state of charge of the secondary battery 28.

  If the secondary battery 28 does not need to be charged (that is, the secondary battery 28 satisfies the required charge amount) or the secondary battery 28 can be discharged, the motor / generator control means uses the motor / generator 20 as an electric motor. It may be activated. When the motor / generator 20 is operated as an electric motor, the rotational torque (motor torque) of the rotary shaft 24 is input to the input shaft 42 of the first transmission mechanism 40 via the gear pair 23. For this reason, the sum of the mechanical powers of the internal combustion engine 10 and the motor / generator 20 (total output torque including the engine torque and the motor torque) is input to the input shaft 42. Therefore, in the hybrid vehicle 1 at this time, after the total output torque is shifted at the required shift speed, it is decelerated through the first drive gear 44a, the power integrated gear 32, and the final reduction gear 70, and the final reduction gear 70 is reached. The differential mechanism 73 distributes the left and right drive shafts DL and DR. That is, in this case, the hybrid vehicle 1 can be driven using the total output torque from the internal combustion engine 10 and the motor / generator 20 transmitted via the first speed change mechanism 40 (motor / motor driving mode). .

  Here, when the motor / generator 20 is not operated as an electric motor, the rotational shaft 24 has a rotational torque of the input shaft 42 of the first transmission mechanism 40 rotating by mechanical power (engine torque) of the internal combustion engine 10. Is input via the gear pair 23. The motor / generator control means controls the inverter 27 to operate the motor / generator 20 as a generator if charging of the secondary battery 28 is necessary, and to turn the rotor 22 if charging of the secondary battery 28 is unnecessary. You can make it idle. That is, in this case, the mechanical power (engine torque) of the internal combustion engine 10 is shifted by the first transmission mechanism 40 and the hybrid vehicle 1 is driven, and a part of the power is used to regenerate electric power. (Motor drive mode + power generation mode). In this case, the hybrid vehicle 1 can also be driven using only the mechanical power (engine torque) of the internal combustion engine 10 (primary motor drive mode).

  In such a state where the engine is traveling with the mechanical power of the internal combustion engine 10 or with the mechanical power of the internal combustion engine 10 and the motor / generator 20, the transmission control means Coupling mechanism (second speed) of the gear stage (upshift side gear stage during acceleration, downshift side gear stage during deceleration and second gear stage 52 or fourth gear stage 54) The coupling mechanism 52d or the fourth speed coupling mechanism 54d) is controlled to be engaged. Here, a part of the rotational torque of the output shaft 44 of the first transmission mechanism 40 is included in the first drive gear 44a, the power integrated gear 32, and the second drive gear 53a on the output shaft 53 of the second transmission mechanism 50 at this time. Is being transmitted through. Accordingly, at this time, the rotational torque of the output shaft 53 is shifted at the next required shift speed and transmitted to the input shaft 51, causing the input shaft 51 to idle. In other words, in the second speed change mechanism 50 at this time, the input shaft 51 and the output shaft 53 are partly driven by a part of the power on the first speed change mechanism 40 side while keeping the next required shift speed in synchronization (synchronized). It is rotating. In this state, the clutch control means of the electronic control unit 100 switches the first clutch 61 from the engaged state to the released state, and switches the second clutch 62 from the released state to the engaged state. As a result, in the dual clutch transmission 30, the shift to the next required shift stage is completed, so that the rotational torque (engine torque) of the output shaft 11 of the internal combustion engine 10 is applied to the input shaft 51 of the second transmission mechanism 50. The rotational torque of the input shaft 51 is shifted at the next required shift speed and transmitted to the output shaft 53 of the second transmission mechanism 50. Therefore, in the hybrid vehicle 1 at that time, the rotational torque of the output shaft 53 is decelerated via the second drive gear 53a, the power integrated gear 32, and the final reduction gear 70, and the differential mechanism of the final reduction gear 70 is obtained. 73 is distributed to the left and right drive shafts DL and DR. As described above, the dual clutch transmission 30 quickly switches the shift speed to the next required shift speed, and the mechanical power (engine torque) of the internal combustion engine 10 with respect to the next required shift speed. Since it is possible to transmit without inserting a gap, the power can be transmitted to the driving wheels WL and WR as driving force without interruption.

  In this hybrid vehicle 1, the shift control means in the operating state of the next required shift speed in the second speed change mechanism 50 further shifts the next required shift speed in the first speed change mechanism 40 (if the vehicle is accelerating, the shift on the upshift side). If the gear is being decelerated, it is a shift gear on the downshift side, and is a coupling mechanism (first speed coupling mechanism 41d, first speed gear stage 41, third speed gear stage 43 or fifth speed gear stage 45), The third speed coupling mechanism 43d or the fifth speed coupling mechanism 45d) is controlled to be engaged. Thereby, in the first speed change mechanism 40 at this time, torque can be transmitted between the input shaft 42 and the output shaft 44 via the next required shift speed. Even in such a state, the motor / generator 20 may determine the operation mode according to the state of charge of the secondary battery 28.

  First, when the secondary battery 28 is not required to be charged or the secondary battery 28 can be discharged and the motor / generator 20 is operated as an electric motor, the rotational torque (motor torque) of the rotary shaft 24 is the gear pair 23. To the input shaft 42 of the first speed change mechanism 40. At this time, since the first clutch 61 is in a released state, only the mechanical power (motor torque) of the motor / generator 20 is input to the input shaft 42. The rotational torque of the input shaft 42 is further shifted at the next required shift speed, transmitted to the output shaft 44, and transmitted to the output shaft 31 via the first drive gear 44 a and the power integrated gear 32. That is, in this case, the mechanical power (motor torque) of the motor / generator 20 that has passed through the first transmission mechanism 40 and the mechanical power (engine torque) of the internal combustion engine 10 that has passed through the second transmission mechanism 50 are added. The total (total output torque) is transmitted to the output shaft 31 of the dual clutch transmission 30. For this reason, in this hybrid vehicle 1, the rotational torque of the output shaft 31 due to the total output torque is decelerated by the final reduction gear 70, and the left and right drive shafts DL and DR are respectively detected by the differential mechanism 73 of the final reduction gear 70. Distributed to. Therefore, in this case, the mechanical power (motor torque) of the motor / generator 20 transmitted through the first transmission mechanism 40 and the mechanical power of the internal combustion engine 10 transmitted through the second transmission mechanism 50 are used. The hybrid vehicle 1 can be driven using a large amount of power (engine torque) (motor / motor driving mode).

  On the other hand, when the motor / generator 20 is not operated as an electric motor, a part of the rotational torque output from the output shaft 53 of the second transmission mechanism 50 is transferred to the input shaft 42 of the first transmission mechanism 40, the second drive gear 53a, The power is transmitted through the power integrated gear 32, the first drive gear 44a, the output shaft 44 of the first transmission mechanism 40, and the above-described further required shift speed. Therefore, in this case, the rotational torque of the input shaft 42 is transmitted to the rotational shaft 24 of the motor / generator 20 via the gear pair 23. The motor / generator control means controls the inverter 27 to operate the motor / generator 20 as a generator if charging of the secondary battery 28 is necessary, and to rotate the rotor if charging of the secondary battery 28 is unnecessary. 22 is idle. That is, in this case, the mechanical power (engine torque) of the internal combustion engine 10 is shifted by the second speed change mechanism 50 to cause the hybrid vehicle 1 to travel, and the power is regenerated using a part of the power. It can also be done (motor drive mode + power generation mode). In this case, the hybrid vehicle 1 can also be driven using only the mechanical power (engine torque) of the internal combustion engine 10 (primary motor drive mode).

  The dual clutch transmission 30 performs the above-described shift between the shift stage of the first transmission mechanism 40 and the shift stage of the second transmission mechanism 50 while a new required shift stage is selected by the shift control means. Repeat alternately.

  Further, in the hybrid vehicle 1, when the reverse gear stage 59 of the second transmission mechanism 50 is selected as the required gear stage, the electronic control unit 100 engages the reverse coupling mechanism 59d of the reverse gear stage 59 by the shift control means. In addition, the second clutch 62 is controlled to be engaged by the clutch control means, and the first clutch 61 is controlled to be released. Thus, in this hybrid vehicle 1, the input shaft 51 of the second transmission mechanism 50 is interposed via the second clutch 62 in which the rotational torque (engine torque) of the output shaft 11 of the internal combustion engine 10 is in the half-engaged state or the engaged state. , The rotational torque of the input shaft 51 is shifted through the reverse gear stage 59 and transmitted to the output shaft 53 of the second transmission mechanism 50. The rotational torque of the output shaft 53 is decelerated via the second drive gear 53a, the power integrated gear 32, and the final reduction device 70, and the left and right drive shafts DL, Distributed to DR. Therefore, the hybrid vehicle 1 travels backward by transmitting the mechanical power (engine torque) of the internal combustion engine 10 to the drive wheels WL and WR.

  In addition, the hybrid vehicle 1 can simultaneously perform traveling using the power of the internal combustion engine 10 and power generation by the motor / generator 20 as follows. First, the shift control means includes all coupling mechanisms (first speed coupling mechanism 41d, third speed coupling mechanism 43d, and fifth speed coupling mechanism 45d) of the first transmission mechanism 40 to which the motor / generator 20 is coupled. ) In the released state, and the coupling mechanism (the second speed coupling mechanism 52d, the fourth speed coupling mechanism 54d, or the reverse coupling mechanism 59d) according to the required shift stage in the second transmission mechanism 50 is engaged. To control. The clutch control means controls the first and second clutches 61 and 62 to be in an engaged state. In this state, the rotational torque (engine torque) of the output shaft 11 of the internal combustion engine 10 is transmitted to the input shaft 51 of the second transmission mechanism 50 via the second clutch 62 in the half-engaged state or the engaged state, and the input The rotational torque of the shaft 51 is shifted through the required shift speed and transmitted to the output shaft 53 of the second transmission mechanism 50. The rotational torque of the output shaft 53 is decelerated via the second drive gear 53a, the power integrated gear 32, and the final reduction device 70, and the left and right drive shafts DL, Distributed to DR. Here, a part of the rotational torque of the output shaft 53 is transmitted to the output shaft 44 of the first transmission mechanism 40 via the power integration gear 32 and the first drive gear 44a. Since the coupling mechanism is in the released state, it is not transmitted to the input shaft 42. On the other hand, the rotational torque (engine torque) of the output shaft 11 of the internal combustion engine 10 is transmitted to the input shaft 42 via the first clutch 61 in a half-engaged state or an engaged state. The rotational torque of the input shaft 42 is transmitted to the rotational shaft 24 of the motor / generator 20 via the gear pair 23. At that time, the motor / generator control means of the electronic control unit 100 controls the inverter 27 to operate the motor / generator 20 as a generator. That is, at this time, the mechanical power (engine torque) of the internal combustion engine 10 is transmitted to the drive wheels WL and WR via the required shift speed to cause the hybrid vehicle 1 to travel, and a part of the power is motor / generator. 20 to regenerate electric power (motor drive mode + power generation mode).

  Furthermore, the hybrid vehicle 1 can be driven only by the mechanical power (motor torque) of the motor / generator 20. In this case, the shift control means of the electronic control unit 100 selects the requested shift stage from the first speed gear stage 41, the third speed gear stage 43, or the fifth speed gear stage 45 in the first transmission mechanism 40. Further, the motor / generator control means of the electronic control unit 100 controls the motor / generator 20 so as to generate the motor torque corresponding to the required driving force in the driving wheels WL, WR. Then, the electronic control unit 100 brings the coupling mechanism (the first speed coupling mechanism 41d, the third speed coupling mechanism 43d, or the fifth speed coupling mechanism 45d) at the required gear stage into an engaged state by the shift control means. And the first and second clutches 61 and 62 are controlled to be released by the clutch control means. Thereby, in this hybrid vehicle 1, the rotational torque (motor torque) of the rotary shaft 24 of the rotor 22 is transmitted to the input shaft 42 of the first transmission mechanism 40 via the gear pair 23, and the rotational torque of the input shaft 42 is The speed is changed via the required shift speed and transmitted to the output shaft 44 of the first speed change mechanism 40. The rotational torque of the output shaft 44 is decelerated via the first drive gear 44a, the power integrated gear 32, and the final reduction device 70, and the left and right drive shafts DL, Distributed to DR. Accordingly, the hybrid vehicle 1 can travel by transmitting only the mechanical power (motor torque) of the motor / generator 20 to the drive wheels WL and WR (motor travel mode).

  Furthermore, the hybrid vehicle 1 can also travel by transmitting the mechanical power (motor torque) of the motor / generator 20 to the second transmission mechanism 50. In this case, the shift control means of the electronic control unit 100 releases all the coupling mechanisms (the first speed coupling mechanism 41d, the third speed coupling mechanism 43d, and the fifth speed coupling mechanism 45d) in the first transmission mechanism 40. And the coupling mechanism (the second speed coupling mechanism 52d, the fourth speed coupling mechanism 54d, or the reverse coupling mechanism 59d) of the required shift speed selected in the second transmission mechanism 50 is controlled to be in an engaged state. To do. Further, the clutch control means of the electronic control device 100 controls the first and second clutches 61 and 62 so that both are engaged. As a result, the mechanical power (motor torque) of the motor / generator 20 input to the input shaft 42 of the first transmission mechanism 40 is applied to the first clutch 61 and the second clutch 62 in the half-engaged state or the engaged state. To the input shaft 51 of the second speed change mechanism 50, and the speed is changed at the required shift speed of the second speed change mechanism 50 and transmitted to the output shaft 53. The rotational torque of the output shaft 53 is decelerated via the second drive gear 53a, the power integrated gear 32, and the final reduction device 70, and the left and right drive shafts DL, Distributed to DR. That is, the hybrid vehicle 1 can travel with the mechanical power (motor torque) of the motor / generator 20 that has passed through the second transmission mechanism 50 without using the first transmission mechanism 40 (electric motor travel mode).

  In the hybrid vehicle 1, regenerative braking can be performed as described above by operating the motor / generator 20 as a generator. In this case, the shift control means of the electronic control unit 100 is the coupling mechanism (the first speed coupling mechanism 41d, the third speed coupling mechanism 43d, or the fifth speed coupling) of the required shift stage selected in the first transmission mechanism 40. The mechanism 45d) is controlled to be in an engaged state, and the coupling mechanisms (the second speed coupling mechanism 52d, the fourth speed coupling mechanism 54d, and the reverse coupling mechanism 59d) in the second transmission mechanism 50 are all controlled to be in a released state To do. The required shift speed is set based on the state of charge of the secondary battery 28, for example. For example, as the charging state of the secondary battery 28 decreases (the amount of stored electricity is small), it is necessary to charge a larger amount. Therefore, the required shift speed is such that the charging state of the secondary battery 28 decreases. What is necessary is just to set the low speed side gear stage which can speed up rotation of the rotor 22. Further, the clutch control means of the electronic control device 100 at this time controls both the first and second clutches 61 and 62 to the released state. Further, the motor / generator control means of the electronic control device 100 controls the inverter 27 so that electric power is regenerated, and operates the motor / generator 20 as a generator. At this time, it is desirable to stop the internal combustion engine 10 by the engine control means so as not to waste fuel. In such a state, the rotational torques of the drive wheels WL and WR are input to the output shaft 44 of the first transmission mechanism 40 via the final reduction gear 70, the power integration gear 32, and the first drive gear 44a. The rotational torque of the output shaft 44 is shifted at the required shift speed, transmitted to the input shaft 42 of the first transmission mechanism 40, and transmitted to the rotor 22 of the motor / generator 20 through the gear pair 23. At that time, since the motor / generator 20 operates as a generator, the motor / generator 20 regenerates electric power and the rotation of the rotor 22 becomes a rotational load of the drive wheels WL and WR. Therefore, in the hybrid vehicle 1 at this time, regenerative braking is performed, and braking force (hereinafter referred to as “regenerative braking force”) is applied to the drive wheels WL and WR.

  Such regenerative braking is performed during traveling using only the mechanical power (engine torque) of the internal combustion engine 10, traveling using only the mechanical power (motor torque) of the motor / generator 20, or the internal combustion engine 10 and the motor / generator. It can be executed in any case during traveling with 20 mechanical powers (total output torque including engine torque and motor torque).

  Here, the required braking force (required braking torque) of the drive wheels WL and WR is only the master cylinder pressure braking force (master cylinder pressure braking torque) or the pressurized braking force (pressurized braking torque) of the braking device 90 as described above. It may be generated as long as it can be generated only by the regenerative braking force (regenerative braking torque) by the motor / generator 20.

  Further, the required braking force (required braking torque) is realized by the master cylinder pressure braking force (master cylinder pressure braking torque) or both the pressurized braking force (pressurized braking torque) and the regenerative braking force (regenerative braking torque). There is also. In this case, the braking control means of the brake ECU 105 sets the required braking force (required braking torque) of the drive wheels WL and WR based on the brake operation amount detected by the brake operation amount detection means 97. At that time, the braking control means of the electronic control device 100 determines whether or not regenerative braking is necessary based on at least the state of charge of the secondary battery 28, for example, triggered by the driver's braking operation. For example, if the state of charge of the secondary battery 28 is lower than a predetermined value (if the charged amount is less than a predetermined amount), it is desirable to recover the power and increase the charge amount of the secondary battery 28. Therefore, the braking control means of the electronic control device 100 determines that regenerative braking is necessary. When it is determined that regenerative braking is necessary, the braking control means of the electronic control device 100 calculates a regenerative braking force (regenerative braking torque) based on, for example, the rotational speed of the rotor 22 or the temperature of the motor / generator 20, Information on the regenerative braking force (regenerative braking torque) is transmitted to the brake ECU 105. In the braking control means of the brake ECU 105, the required braking force (required braking torque) is generated in each braking force generating means 96L, 96R by the master cylinder pressure braking force (master cylinder pressure braking torque) and the regenerative braking force (regenerative braking torque). Determine whether you can. If this braking control means cannot satisfy the required braking force (required braking torque) with the master cylinder pressure braking force (master cylinder pressure braking torque) and the regenerative braking force (regenerative braking torque), the deficient amount is determined. The target brake fluid pressure to each of the braking force generation means 96L and 96R capable of compensating for the braking force is obtained, and the brake actuator 94 is controlled based on the target brake fluid pressure to generate the braking force (pressurizing braking torque). Generated by means 96L, 96R. Thus, the required braking force (required braking torque) is applied to the drive wheels WL and WR by the pressurized braking force (pressurized braking torque) and the regenerative braking force (regenerative braking torque).

  By the way, in this hybrid vehicle 1, when a large required driving force is required for the drive wheels WL and WR, such as when the road surface gradient of the uphill road is large, the power of the internal combustion engine 10 is shifted on the low speed side. (That is, amplifying) generates a large driving force on the driving wheels WL and WR. The largest driving force can be generated in the driving wheels WL and WR when the maximum power of the internal combustion engine 10 is shifted at the lowest first speed gear stage 41.

  Here, in the dual clutch transmission 30 of the present embodiment, the rotor 22 of the motor / generator 20 is connected to the input shaft 42 side of the first transmission mechanism 40 having the first speed gear stage 41. As described above, when the driving mode is a combination of the prime mover driving mode of the first speed gear stage 41 and the power generation mode, the power of the internal combustion engine 10 is transmitted through the input shaft 42 of the first transmission mechanism 40 and the first speed gear stage 41. Is transmitted to the drive wheels WL and WR via the input shaft 42 and the gear pair 23 to the rotor 22 of the motor / generator 20. However, since the input shaft 42 and the first speed gear stage 41 rotate at a rotational speed proportional to the vehicle speed, when the hybrid vehicle 1 is traveling at a low speed from when the vehicle is stopped to when it is extremely low, the input is performed. The rotation speed of the shaft 42 is low, and the rotation of the rotor 22 sufficient to operate the motor / generator 20 in the power generation mode cannot be obtained. For this reason, a large driving force can be generated in the driving wheels WL and WR while the motor / generator 20 regenerates electric power from the time of stopping to the time of extremely low speed. The second speed gear stage 52 of the second speed change mechanism 50 is transmitted to the second speed gear stage 52 via the second clutch 62, and a part of the power is transmitted to the rotor 22 of the motor / generator 20 via the first clutch 61. Is the time. That is, since the motor / generator 20 cannot regenerate electric power in the prime mover traveling mode of the first speed gear stage 41 that can generate the maximum driving force from the time of stopping to the extremely low speed, Next, there is no choice but to regenerate electric power in the prime mover travel mode of the second speed gear stage 52 that can generate the next largest driving force.

  In the hybrid vehicle 1 of the present embodiment, if the required driving force to the driving wheels WL and WR is so large that traveling in the prime mover traveling mode of the first speed gear stage 41 is required, the first speed gear stage 41 as required. And the first speed gear 41 may change the power of the internal combustion engine 10 to travel. However, no matter how great the driving force required for the driving wheels WL and WR is, when the charged state of the secondary battery 28 is so low that rapid charging is required, the charging of the secondary battery 28 should be prioritized. is there. On the other hand, when the required driving force to the driving wheels WL and WR is smaller than that, the necessary driving force can be ensured even if the gear position higher than the first speed gear stage 41 such as the second speed gear stage 52 is used. it can. Therefore, at this time, the vehicle is caused to travel in the prime mover traveling mode corresponding to the required driving force, and if the secondary battery 28 needs to be charged at that time, the shift step related to the prime mover traveling mode is performed according to the requested driving force. And the regeneration of electric power by the motor / generator 20 may be executed while traveling in the prime mover traveling mode of the gear stage.

  Therefore, the hybrid vehicle 1 according to the present embodiment sets the traveling mode as follows according to the required driving force Fd to the driving wheels WL and WR and the state of charge (SOC (%)) of the secondary battery 28. The required driving force Fd is set based on, for example, the accelerator opening degree of the driver, and is used when the electronic control unit 100 performs calculation and setting when controlling the internal combustion engine 10 or the like. That's fine.

  First, the state of charge (SOC (%)) of the secondary battery 28 will be divided into a plurality of states (SOC regions). In the present embodiment, as an example of the division, the state of charge (SOC (%)) of the secondary battery 28 is divided into three SOC regions as shown in FIG.

  The first SOC region is a region where the SOC is SOCth1 or more and 100 or less, and the secondary battery 28 satisfies the necessary storage amount, and the secondary battery 28 does not need to be quickly charged. . The SOCth1 is an SOC threshold value (first SOC threshold value) used for determining the state of charge of the secondary battery 28, and uses the SOC related to the minimum required power storage amount. Reference numeral 100 denotes an SOC related to full charge. The necessary amount of electricity storage means, for example, the amount of electricity stored in the secondary battery 28 that can operate devices and parts that use the power of the secondary battery 28 in the hybrid vehicle 1 without inconvenience. The minimum required power storage amount refers to the minimum power storage amount within the range of the required power storage amount.

  The second SOC region is a region where the SOC is SOCth2 or more and smaller than SOCth1, and indicates that the secondary battery 28 can be charged if necessary based on various conditions although it is not required to be quickly charged. Yes. The SOCth2 is an SOC threshold value (second SOC threshold value) used for determining the state of charge of the secondary battery 28, and the SOC related to the minimum charged amount in this state is used.

  The third SOC region is a region where the SOC is SOCth3 or more and smaller than SOCth2, and indicates a state where the secondary battery 28 needs to be quickly charged. The SOCth3 is an SOC threshold value (third SOC threshold value) used for determining the state of charge of the secondary battery 28. For this SOCth3, an SOC lower limit value (maximum SOC that may cause problems such as failure to start the internal combustion engine 10 if lower than this) may be set, but here it is larger than the SOC lower limit value. Value shall be used. This may cause an error in the detection of the SOC by the battery monitoring unit 29, and a safety margin is provided for the SOC lower limit value in consideration of the detection error and the like.

  Further, the required driving force Fd applied to the driving wheels WL and WR is also considered in a plurality of regions. In the present embodiment, as one example of the division, the required driving force Fd is divided into two large and small regions as shown in FIG. The region where the required driving force Fd is large is a region where the required driving force Fd is equal to or greater than a predetermined threshold value Fd0, and the generation of the driving force is large enough to drive the first speed gear stage 41 in the prime mover traveling mode. , WR shows the desired state. The threshold value Fd0 is, for example, the minimum value of the required driving force Fd that makes it necessary to travel in the prime mover traveling mode of the first gear 41 when considering only the viewpoint of the driving performance of the vehicle. The region where the required driving force Fd is small is a region where the required driving force Fd is smaller than a predetermined threshold value Fd0, and the required driving force Fd does not necessarily require traveling in the prime mover traveling mode of the first speed gear stage 41. (That is, when the required driving force Fd can be satisfied even when traveling in the prime mover traveling mode of not only the first speed gear stage 41 but also the second speed gear stage 52, etc.) . Here, for convenience of explanation, as a general rule, if the required driving force Fd is in an area where the required driving force Fd is large, the required driving force Fd can be ensured in the prime mover traveling mode of the first speed gear 41 and the required driving force Fd may be small. For example, the required driving force Fd can be secured in the prime mover traveling mode of the second speed gear stage 52 or in the prime mover traveling mode of the first speed gear stage 41 by adjusting the power of the internal combustion engine 10.

  In the present embodiment, the travel mode is set according to the charge state (SOC (%)) of the secondary battery 28 and the required driving force Fd applied to the driving wheels WL and WR.

  In the region where the required driving force Fd is large (Fd ≧ Fd0), as described above, the driving power of the internal combustion engine 10 is driven to the driving wheels WL and the driving speed mode of the first speed gear stage 41 (that is, the first speed gear stage 41). It is desirable to travel in the travel mode transmitted to the WR side. However, when the SOC is in the third SOC region where charging of the secondary battery 28 is an urgent matter, even if the requested driving force Fd is required to travel in the prime mover traveling mode of the first speed gear stage 41, the secondary battery It is desirable to quickly charge the vehicle 28 and adjust the running mode so that the state of charge (SOC (%)) is at least the second SOC region, preferably the first SOC region. For this reason, when the hybrid vehicle 1 travels at a low speed in the region where the required driving force Fd is large (running from the time when the vehicle is stopped to the time of extremely low speed), if the SOC is the third SOC region, as shown in FIG. A driving mode in which the prime mover driving mode and the power generation mode of the second speed gear stage 52 are used together (that is, the power of the internal combustion engine 10 is transmitted to the drive wheels WL and WR via the second speed gear stage 52 and a part of the driving power is transmitted. The driving mode is set so that the motor / generator 20 performs power regeneration, and the motor / generator 20 performs power regeneration while generating as much driving force as possible on the drive wheels WL and WR. On the other hand, when the SOC is the first SOC region or the second SOC region, there is no need for rapid charging, and it is preferable to secure the required driving force Fd with the driving wheels WL and WR. Therefore, at this time, as shown in FIG. 4, the prime mover traveling mode of the first speed gear 41 is set as a traveling mode in principle.

  On the other hand, in a region where the required driving force Fd is small (Fd <Fd0) other than the above, if the SOC is the first SOC region, a driving mode in which driving force suitable for the required driving force Fd is generated in the driving wheels WL and WR. If the SOC is in the second SOC region, a travel mode is set in which the drive wheels WL and WR generate a drive force suitable for at least one of the required drive force Fd and the SOC. For example, when the hybrid vehicle 1 is traveling at a low speed in a region where the required driving force Fd is small, if the SOC is the first SOC region, the motor driving mode of the second gear stage 52 or the power adjustment of the internal combustion engine 10 is adjusted as the driving mode. The prime mover travel mode of the first speed gear stage 41 is set on the condition (the prime mover travel mode of the first speed gear stage 41 in the illustration of FIG. 4) to ensure the required driving force Fd. Further, when the SOC is in the second SOC region, if it is desired to give priority to the required driving force Fd, the first speed gear stage 41 is adjusted on condition that the motor drive mode of the second speed gear stage 52 or the power of the internal combustion engine 10 is adjusted. If the prime mover traveling mode is set as the traveling mode and priority is given to SOC (that is, charging of the secondary battery 28), the combined use of the prime mover traveling mode and the power generation mode of the second speed gear stage 52 as illustrated in FIG. Set the driving mode consisting of On the other hand, when the SOC is in the third SOC region, it is desirable to quickly charge the secondary battery 28. Therefore, as shown in FIG. 4, the driving mode of the second speed gear stage 52 is changed to the driving mode using the prime mover driving mode and the power generation mode. Thus, the required driving force Fd in the driving wheels WL and WR is ensured, or the driving force as large as possible is ensured and the regeneration of electric power by the motor / generator 20 is achieved.

  Here, when the prime mover travel mode of the first speed gear stage 41 is executed, the control state of the dual clutch transmission 30 is as follows. In the dual clutch transmission 30 at this time, as shown in FIG. 5, the first speed coupling mechanism 41d of the first speed gear stage (1st) 41 for transmitting the power of the internal combustion engine 10 and the next required gear stage. The second speed coupling mechanism 52d of the second speed gear stage (2nd) 52 is in the engaged state (“◯” in the figure), and the coupling mechanism of the other speed stage (third speed gear stage (3rd) 43 third speed coupling mechanism 43d, fourth speed gear stage (4th) 54 fourth speed coupling mechanism 54d, fifth speed gear stage (5th) 45 fifth speed coupling mechanism 45d or reverse gear stage ( R) 59, the reverse coupling mechanism 59d) is in the released state ("x" in the figure). Further, in the dual clutch transmission 30 at this time, the first clutch 61 related to the first gear 41 is changed from the semi-engaged state (“Δ” in the figure) to the engaged state (“◯” in the figure). The second clutch 62 associated with the other speed change mechanism is in a released state ("X" in the figure). That is, at this time, the power of the internal combustion engine 10 is transmitted to the drive wheels WL and WR only through the first speed gear stage 41 of the first transmission mechanism 40, and the second speed gear stage 52 of the second transmission mechanism 50. Is waiting in sync for the next shift.

  When the prime mover traveling mode and the power generation mode of the second speed gear stage 52 are used in combination, the control state of the dual clutch transmission 30 is as follows. In the dual clutch transmission 30 at this time, as shown in FIG. 5, the second speed coupling mechanism 52d of the second speed gear stage (2nd) 52 for transmitting the power of the internal combustion engine 10 is in an engaged state. , Coupling mechanisms of other speed stages (first speed coupling mechanism 41d of the first speed gear stage (1st) 41, third speed coupling mechanism 43d of the third speed gear stage (3rd) 43, fourth speed gear The fourth speed coupling mechanism 54d of the stage (4th) 54, the fifth speed coupling mechanism 45d of the fifth speed gear stage (5th) 45, or the reverse coupling mechanism 59d of the reverse gear stage (R) 59 is released. is there. Further, in the dual clutch transmission 30 at this time, the second clutch 62 related to the second gear stage 52 is in the engaged state from the half-engaged state, and is associated with the motor / generator 20 that performs power regeneration. The first clutch 61 to be engaged is in an engaged state. In other words, at this time, the power of the internal combustion engine 10 is transmitted to the rotor 22 of the motor / generator 20 through the second speed gear stage 52 of the second speed change mechanism 50 and the first speed change mechanism 40, and the second speed. A driving force is generated at the gear stage 52 at the driving wheels WL and WR, and power is regenerated by the motor / generator 20.

  By the way, instead of the above-described division of the required driving force Fd, the traveling mode may be set by dividing the region according to the road surface gradient Gr of the road surface on which the hybrid vehicle 1 is traveling. The road surface gradient Gr of the traveling road may be calculated by the electronic control unit 100 based on the detection signal of the road surface gradient detecting means 111 shown in FIG. For example, as the road surface gradient detection means 111, a longitudinal acceleration sensor that detects vehicle longitudinal acceleration can be used. Here, as shown in FIG. 4, the above-described region where the required driving force Fd is large (Fd ≧ Fd0) is replaced with a region where the road surface gradient Gr on the upstream side of the traveling road is large (Gr ≧ Gr0), and the above-described required driving force Fd. It is assumed that a region with a small (Fd <Fd0) is replaced with a region with a small road surface gradient Gr (Gr <Gr0). That is, the region having a large road surface gradient Gr indicates a state where the vehicle is traveling on a steep uphill road. On the other hand, the region where the road surface gradient Gr is small refers to a state where the road surface is traveling on a flat road or a state where the road surface is traveling on a gentle slope, and includes a case where the vehicle is traveling down a downhill.

  Below, the setting operation of the driving mode at the time of low-speed driving in the hybrid vehicle 1 will be described based on the flowcharts of FIGS.

  First, as shown in FIG. 6, electronic control device 100 sets first SOC threshold SOCth1 and second SOC threshold SOCth2 of secondary battery 28 (step ST10). The electronic control device 100 is provided with an SOC threshold value setting means for performing such a setting operation. Such setting is executed as shown in the flowchart of FIG.

  First, the SOC threshold value setting means determines whether or not the steep uphill road continues (step ST11). For example, in this step ST11, it is determined whether or not it is a steep uphill road from the map information of the car navigation system and the history of the uphill road that has traveled in the past. It is further determined whether or not the distance is greater than or equal to the distance. If it is determined that the distance is greater than or equal to the predetermined distance, it is determined that the steep uphill road continues.

  If it is determined that the steep uphill road continues, this SOC threshold value setting means sets “SOCth1Hi” and “SOCth2Hi” as the first and second SOC threshold values SOCth1 and SOCth2, respectively (step ST12). On the other hand, if it is determined that the steep uphill road does not continue (that is, the steep uphill road ends immediately, a gentle uphill road, a flat road, or a downhill road), the SOC threshold value setting means includes the first and second SOC threshold setting means. As the SOC threshold values SOCth1 and SOCth2, “SOCth1Low” and “SOCth2Low” are set, respectively (step ST13).

  The first and second SOC threshold values SOCth1 and SOCth2 (may include the third SOC threshold value SOCth3) are threshold values that are changed based on the road surface gradient Gr of the traveling road, and the SOC threshold value SOCth1Hi is lower than the SOC threshold value SOCth1Low, and the SOC The threshold value SOCth2Hi is lower than the SOC threshold value SOCth2Low. That is, when the steep uphill road does not continue, the first SOC region is narrowed by setting the SOC threshold value to a high value, and it becomes difficult to stop the internal combustion engine 10, so the fuel consumption is deteriorated. For this reason, at this time, the SOC threshold value is set lower than when the steep uphill road continues. Accordingly, if necessary, the hybrid vehicle 1 can stop the internal combustion engine 10 in the first SOC region and can be operated only by the power of the motor / generator 20, and thus can improve fuel consumption. On the other hand, when the SOC threshold is set to a high value, at least the third SOC region can be expanded, so that the secondary battery 28 is easily charged. For this reason, when a steep uphill road continues, by setting the SOC threshold value to a high value, a decrease in SOC is easily suppressed. The road surface gradient Gr used for changing the SOC threshold value represents not only the road surface gradient Gr itself of the traveling road, but also the gradient or unevenness of a certain uneven portion of the traveling road (even if it is a flat road). It also includes depth.

  Here, the first and second SOC threshold values SOCth1 and SOCth2 are selected based on whether or not the steep uphill road is continued, but the first and second SOC threshold values SOCth1 and SOCth2 are, for example, Depending on the road surface gradient Gr, the difference between uphill and downhill, etc., it may be changed in various sizes, thereby ensuring highly accurate running performance (driving performance) and suppressing the decrease in SOC.

  Next, as shown in FIG. 6, electronic control unit 100 determines the current SOC region of secondary battery 28 (step ST20). The electronic control apparatus 100 is provided with SOC region determination means for performing such determination. This determination is performed as shown in the flowchart of FIG.

  First, the SOC region determination means determines whether or not the SOC of the current secondary battery 28 detected by the battery monitoring unit 29 is equal to or greater than the first SOC threshold SOCth1 (step ST21), and the SOC is greater than the first SOC threshold SOCth1. If so, it is next determined whether or not the SOC is greater than or equal to the second SOC threshold SOCth2 (step ST22).

  When it is determined in step ST21 that the SOC is equal to or greater than the first SOC threshold SOCth1, the SOC region determination unit determines that the current secondary battery 28 is in the first SOC region (step ST23). Moreover, this SOC area | region determination means determines with the present secondary battery 28 being a 2nd SOC area | region, when it determines with SOC being 2nd SOC threshold value SOCth2 or more by step ST22 (step ST24). Moreover, this SOC area | region determination means determines with the present secondary battery 28 being a 3rd SOC area | region, when it determines with SOC being lower than 2nd SOC threshold value SOCth2 by step ST22 (step ST25).

  Next, electronic control unit 100 sets a travel mode as shown in FIG. 6 using the determined SOC region (step ST30). The electronic control device 100 is provided with traveling mode setting means for performing such setting. Such setting is executed as shown in the flowchart of FIG.

  First, the traveling mode setting means determines whether or not the current SOC of the secondary battery 28 is in the first SOC region (step ST31).

  When it is determined that the SOC is not in the first SOC region, this travel mode setting means determines whether or not the SOC is in the second SOC region and the region where the required driving force Fd is large (step ST32). In step ST32, instead of seeing whether or not the region has a large required driving force Fd, it may be seen whether or not the region has a large road gradient Gr.

  When the travel mode setting means does not determine in step ST32 that the SOC is the second SOC region and the region where the required driving force Fd is large (or the region where the road surface gradient Gr is large), that is, the SOC is the third SOC region. Or a region in which the required driving force Fd is small (or a region in which the road surface gradient Gr is small) is set to a traveling mode consisting of a prime mover traveling mode and a power generation mode of the second gear stage 52 (step ST33).

  On the other hand, when it is determined in step ST31 that the SOC is the first SOC region, or in step ST32, this travel mode setting means is a region in which the SOC is the second SOC region and the required driving force Fd is large (or the road surface gradient Gr is large). If it is determined that it is a region), the prime mover travel mode of the first gear 41 is set as the travel mode (step ST34).

  In other words, in this example, as shown in FIG. 4, if the SOC is in the first SOC region, the prime mover traveling mode of the first speed gear stage 41 is set regardless of the required driving force Fd (or road surface gradient Gr). Set as driving mode. For this reason, the hybrid vehicle 1 in this case can travel by generating a driving force according to the traveling path, that is, according to the required driving force Fd (or road surface gradient Gr), on the driving wheels WL and WR. Sufficient travel performance (drive performance) can be ensured. In the hybrid vehicle 1, the prime mover of the first speed gear stage 41 as the travel mode also when the SOC is the second SOC region and the region where the required driving force Fd is large (or the region where the road surface gradient Gr is large). Travel mode is set. Therefore, the hybrid vehicle 1 in this case can also travel according to the travel path, that is, the required driving force Fd (or the road surface gradient Gr), and sufficient travel performance can be ensured.

  Further, in this hybrid vehicle 1, even if the required driving force Fd is a region (or a region where the road surface gradient Gr is large), if the SOC is the third SOC region, the prime mover travel mode and power generation mode of the second speed gear stage 52 A travel mode consisting of is set. For this reason, in the hybrid vehicle 1 in this case, power regeneration by the motor / generator 20 is quickly performed and the secondary battery 28 is charged, so that the travel path, that is, the required driving force Fd (or road surface gradient Gr). Accordingly, it is possible to suppress the decrease in the SOC while generating the largest possible driving force corresponding to the driving wheels WL and WR.

  Furthermore, in this hybrid vehicle 1, when the SOC is the second SOC region or the third SOC region in the region where the required driving force Fd is small (or the region where the road surface gradient Gr is small), the second speed gear stage is set as the travel mode. A motor driving mode and a power generation mode are set. Therefore, in the hybrid vehicle 1 in this case, the secondary battery 28 is regenerated by regenerating electric power by the motor / generator 20 while traveling according to the traveling path, that is, the required driving force Fd (or the road surface gradient Gr). Can be charged.

  As described above, the hybrid vehicle 1 according to the present embodiment sets the optimal travel mode according to the state of charge (SOC) of the secondary battery 28 and the required driving force Fd (or the road surface gradient Gr) during low speed travel. Therefore, the driving wheel WL, WR is caused to generate a driving force corresponding to the driving road, that is, the required driving force Fd (or the road surface gradient Gr) while traveling at a low speed while minimizing the decrease in SOC during low speed driving. Can do.

  In this example, when the SOC is in the first SOC region, the prime mover travel mode of the first speed gear stage 41 is set as the travel mode regardless of the magnitude of the required driving force Fd (or road surface gradient Gr). In this embodiment, if it is in a region where the required driving force Fd is small (or a region where the road surface gradient Gr is small) at that time, instead of this illustration, the internal combustion engine 10 is stopped and the motor / generator 20 is turned off. You may set to the driving mode operated as an electric motor. In this case, the electronic control unit 100 stops the operation of the internal combustion engine 10 and its clutch control means controls both the first clutch 61 and the second clutch 62 to be in a released state, and the speed change control means is at least a motor / generator. 20 is engaged with the coupling mechanism (first speed coupling mechanism 41d, third speed coupling mechanism 43d, or fifth speed coupling mechanism 45d) of any of the first speed change mechanisms 40 connected to the first speed change mechanism 40. To control. As a result, the hybrid vehicle 1 in this case can travel to satisfy the required driving force Fd while improving fuel efficiency.

  Further, in the dual clutch transmission 30 of the present embodiment described above, the input shaft 42 of the first transmission mechanism 40 and the input shaft 51 of the second transmission mechanism 50 are exemplified as a double shaft structure arranged coaxially. For example, the input shafts 42 and 51 may be arranged in parallel with a predetermined interval as shown in FIG. The dual clutch mechanism 60 in this case includes a main drive gear 64 attached to the output shaft 11 of the internal combustion engine 10 so as to rotate together with the output shaft 11, and first and second gears meshed with the main drive gear 64. Drive gears 65 and 66 are provided. In this case, the first clutch 61 has the first drive gear 65 attached to the input side (that is, the internal combustion engine 10 side) and the input shaft 42 of the first transmission mechanism 40 attached to the output side. 11, the first drive gear 65 in the engaged state and the input shaft 42 of the first transmission mechanism 40 can be engaged via the main drive gear 64. On the other hand, the second clutch 62 has the second drive gear 66 attached to the input side (that is, the internal combustion engine 10 side) and the input shaft 51 of the second transmission mechanism 50 attached to the output side. On the other hand, the second drive gear 66 and the input shaft 51 of the second transmission mechanism 50 can be engaged with each other via the main drive gear 64. For the first and second clutches 61 and 62, for example, a dry or wet single-plate clutch or a multi-plate clutch may be used. The clutch control means of the electronic control device 100 in this case is configured to switch the first clutch 61 and the second clutch 62 alternately between an engaged state and a released state (non-engaged state). Mechanical power (engine torque) is transmitted to only one of the first transmission mechanism 40 and the second transmission mechanism 50.

  Further, in this embodiment, the gear pair 23 is interposed between the motor / generator 20 and the first transmission mechanism 40, but the motor / generator 20 has the rotor 22 on the input shaft 42 of the first transmission mechanism 40. It may be attached. In this embodiment, the motor / generator 20 is provided on the first speed change mechanism 40 side. However, the motor / generator 20 may be provided on the second speed change mechanism 50 side.

  Furthermore, in the present embodiment, the motor / generator 20 is disposed only on the first transmission mechanism 40 side. However, in the hybrid vehicle 1, another motor / generator is disposed on the second transmission mechanism 50 side. You may keep it.

  As described above, the hybrid vehicle according to the present invention is useful for a technique for transmitting an appropriate driving force according to a travel path to driving wheels while suppressing a decrease in a charged state of a secondary battery.

It is a figure explaining the schematic structure of the hybrid vehicle concerning the present invention. It is a figure which shows the specific structure of a dual clutch mechanism. It is a figure explaining an example of a SOC area | region. It is a figure explaining an example of the travel mode set with respect to a SOC area | region and a required driving force (or road surface gradient). It is a figure shown about the control state of a dual clutch type transmission. 3 is a flowchart showing an overall image of a travel mode setting operation during low speed travel in the hybrid vehicle according to the present invention. It is a flowchart explaining SOC threshold value setting operation | movement. It is a flowchart explaining SOC area | region determination operation | movement. It is a flowchart explaining driving | running | working mode setting operation | movement. It is a figure which shows the other specific structure of a dual clutch mechanism.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Internal combustion engine 11 Output shaft 20 Motor / generator 22 Rotor 24 Rotating shaft 28 Secondary battery 29 Battery monitoring unit (charging state detection means)
30 Dual clutch type transmission 31 Output shaft 40 First transmission mechanism 41 First speed gear stage 42 Input shaft 43 Third speed gear stage 44 Output shaft 45 Fifth speed gear stage 50 Second transmission mechanism 51 Input shaft 52 Second speed Gear stage 53 Output shaft 54 Fourth gear stage 59 Reverse gear stage 60 Dual clutch mechanism 61 First clutch 62 Second clutch 70 Final reduction device 100 Electronic control unit 111 Road surface gradient detection means WL, WR Drive wheel

Claims (3)

A prime mover that outputs prime mover torque from the output shaft;
A first shift stage group comprising a first input shaft to which the prime mover torque of the prime mover is transmitted and a first speed gear stage including a first speed gear stage for shifting the input torque input to the first input shaft is provided. A first transmission mechanism that shifts and outputs the input torque of the first input shaft at any one of the first speed stages.
A second shift stage group comprising a plurality of shift stages including a second input shaft to which the prime mover torque of the prime mover is transmitted and a second speed gear stage for shifting the input torque input to the second input shaft; A second transmission mechanism that shifts and outputs the input torque of the second input shaft at any one of the second speed stages.
A first clutch that engages or releases the engagement between the output shaft of the prime mover and the first input shaft of the first transmission mechanism;
A second clutch that engages or releases the engagement between the output shaft of the prime mover and the second input shaft of the second speed change mechanism;
Torque transmission means for transmitting the output torque after the shift in the first transmission mechanism and the output torque after the shift in the second transmission mechanism to the drive wheels;
A motor / generator that operates as an electric motor or a generator, with a rotating shaft coupled to a rotor engaged with a first input shaft of the first speed change mechanism having a first speed gear;
One shift stage is selected from the first shift stage group to make it possible to execute a shift operation at the shift stage, and one shift stage is selected from the second shift stage group to perform the shift. Shift control means for making the shift operation in a stage executable;
Clutch control means for causing the first and second clutches to perform an engaging operation and an engaging releasing operation;
Motor / generator control means for causing the motor / generator to operate as an electric motor to output electric motor torque or to operate as a generator to regenerate electric power or to perform regenerative braking to apply braking force to the drive wheels; ,
In a hybrid vehicle equipped with
Charge state detection means for detecting a charge state of a secondary battery charged by regenerative power of the motor / generator;
If the secondary battery is in a state that does not require rapid charging of the secondary battery when traveling at a low speed while the required driving force or the road surface gradient on the upstream side of the traveling road is large, the first battery If the driving mode is set such that the prime mover torque is transmitted to the driving wheel side via a speed gear, and the charging state of the secondary battery is a state that requires quick charging of the secondary battery, Traveling mode setting means for setting the traveling mode to transmit the prime mover torque to the drive wheel side through a second gear and causing the motor / generator to regenerate electric power with a part of the prime mover torque;
A hybrid vehicle characterized in that   When the traveling mode setting means travels at a low speed with a required driving force or a road surface gradient of the traveling path being small, if the charged state of the secondary battery satisfies a required storage amount, the required driving force Or it sets to the driving | running | working mode which generates the driving force according to the road surface gradient of a driving | running | working road, and if the charging state of the said secondary battery is not required until the said secondary battery is charged quickly, if necessary, the said secondary battery If it is in a state where it can be charged, a driving mode for generating a driving force corresponding to the required driving force or a road surface gradient of the traveling road or a driving force corresponding to the required driving force or a road surface gradient of the driving road is generated by the motor torque. In addition, the motor / generator is set to a running mode in which the motor / generator regenerates electric power with a part of the prime mover torque, and the charging state of the secondary battery requires quick charging of the secondary battery. If it is in a state, a driving mode corresponding to the required driving force or a road surface gradient of the traveling road is generated by the prime mover torque, and the motor / generator is configured to regenerate electric power with a part of the prime mover torque. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is configured as described above.   The hybrid vehicle according to claim 1 or 2, wherein a threshold value used for determining the state of charge of the secondary battery is changed based on a road surface gradient of a traveling road.

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