JP2010100251A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the control technology of a hybrid vehicle for suppressing an internal combustion engine from operating in a driving condition with a high fuel consumption rate by achieving a request driving force by making an internal combustion engine and an electric motor cooperatively operate. <P>SOLUTION: The hybrid vehicle 1 is provided with: a dual clutch type transmission 10 as a multi-level transmission equipped with an internal combustion engine 5 and an electric motor 50 as a motor for shifting an engine output from the internal combustion engine 5 by any of a plurality of shift stages 31 to 49, and for transmitting it to a drive wheel 88; and an HVECU 100 as a control means for controlling the operation of the internal combustion engine 5 and the electric motor 50 according to a request drive force. When the driving condition of the internal combustion engine 5 is in a region at the low load side of a light load restriction line preliminarily set at the low load side of an optimal fuel consumption line, the HVECU 100 achieves a request driving force by making the internal combustion engine 5 and the electric motor 50 cooperatively operate so that the engine output can be increased. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control technique for a hybrid vehicle including a multi-stage transmission.

  A so-called “multi-stage transmission” having an internal combustion engine and an electric motor as a prime mover and capable of shifting mechanical power from the internal combustion engine to any one of a plurality of shift stages and transmitting it to drive wheels. Conventionally provided hybrid vehicles (for example, Patent Documents 1 and 2) have been proposed.

  The following Patent Document 1 includes an internal combustion engine (engine) and a motor generator as a prime mover, and a dual clutch transmission, and one of the two input shafts of the dual clutch transmission. A hybrid vehicle in which a rotor (rotor) of a motor generator is engaged is disclosed.

  Patent Document 2 below discloses a hybrid vehicle including an engine and a motor as a prime mover, and a multi-stage transmission that shifts mechanical power from the prime mover and transmits it to drive wheels. In Patent Document 2, the required driving force that is required to be generated in the drive wheels can be achieved without performing a downshift to switch from a shift stage selected in the multi-stage transmission to a lower speed shift stage. If it is determined that the required driving force cannot be achieved without downshifting, the multistage transmission will downshift to achieve the required driving force. The technology to do is described.

JP 2005-147312 A JP 2003-146115 A

  In a hybrid vehicle equipped with a multi-speed transmission as described above, for example, when an increase in required driving force is achieved by the downshift as described above, the engine load, that is, the engine torque is usually decreased and the engine rotational speed is increased. As a result, the operating state (so-called operating point) of the internal combustion engine changes. As described above, when a shift operation such as downshift or upshift is performed in the multi-stage transmission in accordance with the change in the required driving force, the operating state of the internal combustion engine changes and the fuel consumption rate [g / kWh in the internal combustion engine changes. ] May increase, that is, the thermal efficiency of the internal combustion engine may decrease.

  Further, in the hybrid vehicle described above, when the internal combustion engine is operated in an operation state where the fuel consumption rate is relatively low, the change in the required driving force is changed not in the shift operation in the multi-stage transmission but in the engine torque of the internal combustion engine. If it tries to achieve by this, an internal combustion engine may be operated in the driving | running state with a comparatively high fuel consumption rate.

  The present invention has been made in view of the above, and by operating the internal combustion engine and the electric motor in cooperation to achieve the required driving force, the internal combustion engine operates in an operating state with a high fuel consumption rate. An object of the present invention is to provide a hybrid vehicle control technology capable of suppressing this.

  In order to achieve the above object, a hybrid vehicle according to the present invention has an internal combustion engine and an electric motor as a prime mover, and changes the engine output output from the internal combustion engine by any one of a plurality of shift stages. And a control unit capable of controlling the operation of the internal combustion engine and the electric motor in accordance with a required driving force required to be generated in the driving wheel. When the operation state of the internal combustion engine is in a region on the low load side compared to the light load limit line set in advance on the low load side from the optimum fuel consumption line, the engine output increases. The required driving force is achieved by operating the internal combustion engine and the electric motor in a coordinated manner.

  In the hybrid vehicle described above, when the operating state of the internal combustion engine is in a region on the low load side compared to the light load limit line, the control means compares the engine output with the change in motor output output from the electric motor. When the required driving force is achieved by greatly changing the output and the operating state of the internal combustion engine is in the region of the optimum fuel consumption line compared to the light load limit line, the motor output is increased compared to the change in engine output. It can be varied to achieve the required driving force.

  In the hybrid vehicle described above, the control means is in a region where the operating state of the internal combustion engine is sandwiched between a high load limit line preset on the higher load side than the optimum fuel consumption line and a light load limit line. The required driving force can be achieved by maintaining the engine output so as not to change and changing the motor output.

  In the above hybrid vehicle, the control means is an engine that shifts the engine output from the internal combustion engine in the multi-stage transmission when the operating state of the internal combustion engine is in a region on the high load side compared to the high load limit line. The output gear can be switched to a gear having a larger reduction ratio to achieve the required driving force.

  In the hybrid vehicle described above, the electric motor operates as a generator and can convert a part of the engine output into charging power charged in the secondary battery, and the control means has an operating state of the internal combustion engine. When the electric load is in the low load area compared to the light load limit line preset on the low load side from the optimum fuel consumption line, the electric motor is operated as a generator and the engine output is increased. Can do.

  In the hybrid vehicle described above, the multi-speed transmission has a first speed change capable of engaging the first input shaft that engages with the rotor of the electric motor and the drive wheel by any one of the plurality of speed stages. The engine, the second transmission mechanism capable of engaging the second input shaft and the drive wheel, and the engine output shaft and the first input shaft are engaged by any one of the plurality of shift stages. It is possible to provide a dual clutch transmission having a first clutch capable of engaging, and a second clutch capable of engaging the engine output shaft and the second input shaft.

  According to the present invention, when the operating state of the internal combustion engine is in a region on the low load side compared to the light load limit line set in advance on the low load side from the optimum fuel consumption line, the engine output is Since the required driving force is achieved by operating the internal combustion engine and the electric motor in coordination with each other, the light load limit line is set in advance so that the low load side is in a region where the fuel consumption rate is higher than the light load limit line. If the required driving force is achieved by operating the internal combustion engine and the electric motor in a coordinated manner so that the engine output increases, It is possible to suppress the engine from operating in an operating state with a high fuel consumption rate.

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

  First, the configuration of a hybrid vehicle to which the control technology according to the present embodiment is applied will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle. FIG. 2 is a schematic diagram showing a structure of a dual clutch mechanism included in a dual clutch transmission as a multi-stage transmission. FIG. 3 is a schematic diagram showing the structure of a modified dual clutch mechanism. FIG. 4 is a diagram showing a maximum driving force that is a driving force that can be generated in the drive wheels when each shift stage of the dual clutch transmission is used as an engine output shift stage. FIG. 5 is a graph showing the fuel consumption rate with respect to the engine rotation speed and the engine torque of the internal combustion engine.

  The hybrid vehicle 1 includes an internal combustion engine 5 and an electric motor 50 as a prime mover (power source) for rotationally driving the drive wheels 88. The electric motor 50 constitutes a drive device (10, 50) together with the dual clutch transmission 10. The drive device (10, 50) is coupled to the internal combustion engine 5 and mounted on the hybrid vehicle 1. The hybrid vehicle 1 includes an internal combustion engine electronic control device (hereinafter referred to as an engine ECU) 102 as a control means for controlling the operation state (engine torque and engine speed) of the internal combustion engine 5, and the operation state of the electric motor 50. As a control means for controlling the motor, an electronic control unit (hereinafter referred to as a motor ECU) 106 for an electric motor is provided.

  In addition, the hybrid vehicle 1 is a multi-stage transmission (stepped transmission) that is capable of shifting to a drive wheel 88 by shifting with a shift stage that is in any one of a plurality of shift stages 31 to 49. A dual clutch transmission 10 is provided. The hybrid vehicle 1 is provided with an electronic control unit (hereinafter referred to as a transmission ECU) 104 for transmission as a control means for controlling the engagement / release state of each shift stage in the dual clutch transmission 10. . In addition, in the hybrid vehicle 1, an electronic control device (hereinafter referred to as HVECU) for a hybrid vehicle is used as a control unit that controls the internal combustion engine 5, the electric motor 50, and the dual clutch transmission 10 in an integrated manner. ) 100 is provided. The HVECU 100 can control the operating state of the internal combustion engine 5 via the engine ECU 102 described above, and can control the engagement / release state of each gear stage of the dual clutch transmission 10 via the transmission ECU 104. Thus, the electric motor 50 can be controlled via the motor ECU 106. The HVECU 100 is provided with a ROM (not shown) as storage means for storing various control constants.

  The internal combustion engine 5 is a heat engine that converts fuel energy into mechanical power by combustion and outputs it, and is a piston reciprocating engine in which a piston 6 reciprocates in a cylinder. The internal combustion engine 5 includes a fuel injection device, an ignition device, and a throttle valve device (not shown). These devices are controlled by the HVECU 100. The internal combustion engine 5 outputs the generated mechanical power from an engine output shaft (crankshaft) 8. The engine output shaft 8 is coupled to an input side of a dual clutch mechanism 20 of the dual clutch transmission 10 described later, for example, a clutch housing 14a (see FIG. 2). The HVECU 100 can adjust the mechanical power output from the engine output shaft 8 of the internal combustion engine 5. The internal combustion engine 5 is provided with a crank angle sensor (not shown) that detects a rotational angle position (hereinafter referred to as a crank angle) of the engine output shaft 8, and sends a signal related to the crank angle to the engine ECU 102. ing. Torque generated in the engine output shaft 8 by the operation of the internal combustion engine 5 (hereinafter referred to as engine torque) is controlled by the HVECU 100 via the engine ECU 102.

  The electric motor 50 has a function as an electric motor that converts supplied electric power into mechanical power and outputs it, and a rotating electric machine that has a function as a generator that converts input mechanical power into electric power and recovers it. This is a so-called motor generator. The electric motor 50 is composed of a permanent magnet type AC synchronous motor, and receives a supply of three-phase AC power from an inverter 110, which will be described later, to form a rotating magnetic field, and a rotation that rotates by being attracted to the rotating magnetic field. The rotor 52 is a child, and mechanical power can be input and output from the rotor 52. The electric motor 50 is provided with a resolver (not shown) that detects the rotational angle position of the rotor 52, and sends a signal related to the rotational angle position of the rotor 52 to the motor ECU 106.

  The hybrid vehicle 1 is provided with an inverter 110 and a secondary battery 120 as a power supply device that supplies power to the electric motor 50. The inverter 110 is configured to convert DC power supplied from the secondary battery 120 into AC power and supply the AC power to the electric motor 50. The inverter 110 is also configured to be able to convert the AC power from the electric motor 50 into DC power and collect it in the secondary battery 120. Such power supply from the inverter 110 to the electric motor 50 and power recovery from the electric motor 50 are controlled by the HVECU 100 via the motor ECU 106.

  In the following description, the operation of the electric motor 50 as an electric motor and the electric motor 50 outputting mechanical power from the rotor 52 is referred to as “powering”. On the other hand, the electric motor 50 is operated as a generator, mechanical power transmitted from the driving wheel 88 to the rotor 52 of the electric motor 50 is converted into electric power and collected in the secondary battery 120, and at this time Braking the rotation of the rotor 52 and the member (for example, the drive wheel 88) engaged with the rotor 52 by the rotational resistance generated in the rotor 52 is referred to as “regenerative braking”. Switching of the function of the electric motor 50 as an electric motor / generator and torque input or output from the rotor 52 in the electric motor 50 (hereinafter referred to as motor torque) is controlled by the HVECU 100 via the motor ECU 106.

  Further, the hybrid vehicle 1 is a power transmission device that transmits mechanical power from the internal combustion engine 5 and the electric motor 50 to the drive wheels 88, and mechanical power from the engine output shaft 8 and the rotor 52 is transmitted among a plurality of shift stages. The dual clutch transmission 10 which is a multi-stage transmission capable of shifting the torque by changing the torque by one of the engaged gears and transmitting the torque to the propulsion shaft 66 engaged with the drive wheel 88, and propulsion It has a final reduction device 70 that decelerates the mechanical power transmitted to the shaft 66 and distributes it to the left and right drive shafts 80 engaged with the drive wheels 88.

  In the dual clutch transmission 10, the mechanical power received by the first input shaft 27 is shifted by any one of the first group of shift stages 31, 33, 35 and engaged with the drive wheels 88. The first transmission mechanism 30 that can be transmitted to the shaft 66 and the mechanical power received by the second input shaft 28 are shifted by any one of the second gear stages 42, 44, 49 to drive wheels 88. And a second speed change mechanism 40 that can transmit to the propulsion shaft 66 that engages with the engine, and in addition, the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 can be engaged with each other. The dual clutch mechanism 20 includes a first clutch 21 and a second clutch 22 capable of engaging the engine output shaft 8 and the second input shaft 28.

  The dual clutch transmission 10 has five shift stages from the first speed gear stage 31 to the fifth speed gear stage 35 for forward movement, and has one shift stage and a reverse gear stage 49 for backward movement. is doing. The reduction ratios of the first to fifth gear stages 31 to 49 are the first speed gear stage 31, the second speed gear stage 42, the third speed gear stage 33, the fourth speed gear stage 44, and the fifth speed gear stage. It is set to decrease in the order of 35.

  The first speed change mechanism 30 is configured as a parallel shaft gear device having a plurality of gear pairs. The first group of shift speeds is an odd speed, that is, a first speed gear stage 31, a third speed gear stage 33, and the like. The fifth gear stage 35 is configured. In the first speed change mechanism 30, the first speed gear stage 31 among the shift speeds 31, 33, and 35 has the largest reduction ratio, that is, the low speed gear stage. A rotor 52 of an electric motor 50 is coupled to a first input shaft 27 that is an input shaft of the first transmission mechanism 30.

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

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

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

  A first drive gear 37 c is coupled to the first output shaft 37 of the first transmission mechanism 30, and the first drive gear 37 c meshes with the power integration gear 58. A propulsion shaft 66 is coupled to the power integration gear 58. The propulsion shaft 66 is engaged with a drive shaft 80 to which drive wheels 88 are coupled via a final reduction gear 70 described later. In other words, the first output shaft 37 on the output side of the first gear stage 31, 33, 35 of the first transmission mechanism 30 and the drive wheel 88 are engaged.

  The rotor 52 of the electric motor 50 is coupled to the first input shaft 27 of the first transmission mechanism 30, and mechanical power, that is, torque input / output from the rotor 52 is applied to the first input shaft 27 of the first transmission mechanism 30. It is transmitted as it is. That is, of the first input shaft 27 and the second input shaft 28 provided corresponding to the first transmission mechanism 30 and the second transmission mechanism 40 constituting the dual clutch transmission 10, respectively, The rotor 52 of the electric motor 50 is engaged.

  The HVECU 100 controls the switching between the engaged state and the disengaged state (non-engaged state) of each of the gear stages 31, 33, and 35 in the first transmission mechanism 30. The HVECU 100 selects one of the first gear stages 31, 33, and 35 of the first transmission mechanism 30 to be in an engaged state, so that the first transmission mechanism 30 is connected to the first input shaft 27. The received mechanical power can be shifted by the selected gear stage and can be transmitted from the first output shaft 37 to the drive wheels 88. That is, the first transmission mechanism 30 is engaged with the rotor 52 of the electric motor 50 by any one of the first gears 31, 33, 35 having different reduction ratios. And the drive wheel 88 can be engaged with each other.

  On the other hand, like the first transmission mechanism 30, the second transmission mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs, and the second group of shift stages is an even stage, that is, the second speed. The gear stage 42, the fourth speed gear stage 44, and a reverse gear stage 49 that is a reverse gear stage are configured. In the second speed change mechanism 40, the second speed gear stage 42 of the speed stages 42 and 44 has the largest reduction ratio, that is, the low speed side gear stage.

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

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

  The reverse gear stage 49 meshes with the reverse main gear 49a coupled to the second input shaft 28, the reverse intermediate gear 49b meshed with the reverse main gear 49a, and the reverse intermediate gear 49b, and is centered on the second output shaft 48. And a reverse counter gear 49c provided rotatably. The second transmission mechanism 40 is provided with a reverse coupling mechanism 49e that can engage the reverse counter gear 49c and the second output shaft 48 corresponding to the reverse gear stage 49. The second transmission mechanism 40 receives the second input shaft 28 from the second input shaft 28 by engaging the reverse counter gear 49c and the second output shaft 48 by the reverse coupling mechanism 49e, that is, by bringing the reverse gear stage 49 into the engaged state. The mechanical power can be transmitted to the second output shaft 48 by changing the rotational direction to the reverse direction and changing the speed by changing the reverse gear stage 49 and changing the torque.

  A second drive gear 48 c is coupled to the second output shaft 48 of the second speed change mechanism 40, and the second drive gear 48 c meshes with the power integration gear 58. A propulsion shaft 66 is coupled to the power integrated gear 58, and the propulsion shaft 66 is engaged with a drive shaft 80 coupled to a drive wheel 88 via a final reduction gear 70 described later. That is, the drive wheels 88 are engaged with the second output shaft 48 that constitutes the output side of the second gear stage 42, 44, 49 of the second transmission mechanism 40.

  The HVECU 100 controls the switching between the engaged state and the disengaged state (non-engaged state) of each of the gear stages 42, 44, and 49 in the second speed change mechanism 40. The HVECU 100 selects any one of the second speed stages 42, 44, and 49 of the second speed change mechanism 40 and puts it in the engaged state, so that the second speed change mechanism 40 is in the second input shaft. The mechanical power received at 28 can be shifted by the selected gear stage and can be transmitted from the second output shaft 48 to the drive wheels 88. That is, the second speed change mechanism 40 engages the second input shaft 28 and the drive wheels 88 by any one speed among the second speed stages 42, 44, and 49 having different reduction ratios. Is possible.

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

  When the first clutch 21 is engaged, the engine output shaft 8 and the first input shaft 27 rotate together, and mechanical power from the engine output shaft 8 is transmitted to the gear stage 31 of the first transmission mechanism 30. , 33, and 35, and can be transmitted to the drive wheel 88 after being shifted. That is, the first clutch 21 is provided corresponding to the first group of gears 31, 33, 35 of the first transmission mechanism 30.

  On the other hand, by bringing the second clutch 22 into the engaged state, the engine output shaft 8 and the second input shaft 28 rotate integrally, and mechanical power from the engine output shaft 8 is shifted by the second transmission mechanism 40. The speed can be changed by any one of the stages 42, 44, and 49 and transmitted to the driving wheel 88. That is, the second clutch 22 is provided corresponding to the second group of gears 42, 44, 49 of the second transmission mechanism 40.

  Switching between the engaged state and the disengaged state (non-engaged state) of the first clutch 21 and the second clutch 22 is controlled by the HVECU 100 via an actuator (not shown) and the transmission ECU 104. In the dual clutch mechanism 20, the HVECU 100 sets the mechanical power from the internal combustion engine 5 to the first level by setting one of the first clutch 21 and the second clutch 22 to the engaged state and the other to the released state. Transmission to either one of the first transmission mechanism 30 and the second transmission mechanism 40 is possible.

  Here, an example of a detailed structure of the dual clutch mechanism 20 will be described with reference to FIG. As shown in FIG. 2, in the dual clutch mechanism 20, a clutch housing 14 a of the dual clutch mechanism 20 is coupled to the engine output shaft 8 via a damper or the like (not shown). That is, the clutch housing 14a rotates integrally with the engine output shaft 8. The clutch housing 14a is configured to accommodate friction plates (clutch disks) 27a and 28a.

  On the other hand, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged coaxially and have a double shaft structure. Specifically, the second input shaft 28 is configured as a hollow shaft, and the first input shaft 27 extends into the second input shaft 28. The first input shaft 27 that is an inner shaft is configured to be longer in the axial direction than the second input shaft 28 that is an outer shaft. First, main gears 42 a, 44 a, 49 a of each gear stage of the second transmission mechanism 40 are arranged from the engine output shaft 8 side to the drive wheel 88 side, and each gear stage of the first transmission mechanism 30 is arranged. Main gears 31a, 33a, and 35a are provided.

  A disc-shaped friction plate 27 a is coupled to the end of the first input shaft 27, while a similar friction plate 28 a is coupled to the end of the second input shaft 28. The first clutch 21 has a friction counterpart plate (not shown) provided to face the friction plate 27a, and an actuator (not shown) that drives the friction counterpart plate. The first clutch 21 engages the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30 by the friction counterpart plate pressing the friction plate 27a against the member coupled to the clutch housing 14a. Is possible.

  Similarly, the second clutch 22 is configured such that a friction mating plate (not shown) provided opposite to the friction plate 28a presses the friction plate 28a against a member coupled to the clutch housing 14a, so that the engine output The shaft 8 can be engaged with the second input shaft 28 of the second transmission mechanism 40. In the dual clutch mechanism 20, driving by the actuators of the friction mating plates provided corresponding to the first and second clutches 21 and 22 is controlled by the HVECU 100 via the transmission ECU 104.

  In the detailed structure of the dual clutch mechanism 20 described above, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged coaxially. The detailed structure of the mechanism 20 is not limited to this. For example, as shown in FIG. 3, the first input shaft 27 and the second input shaft 28 may be arranged to extend in parallel with a predetermined interval. In the dual clutch mechanism 20 of this modification, a drive gear 14 c is coupled to the end of the engine output shaft 8. The first gear 16 and the second gear 18 are meshed with the drive gear 14 c, the first gear 16 is coupled to the first clutch 21, and the second gear 18 is coupled to the second clutch 22. ing. The first clutch 21 is configured to be able to engage the first input shaft 27 of the first transmission mechanism 30 and the first gear 16 that engages with the engine output shaft 8. On the other hand, the second clutch 22 is configured to be able to engage the second input shaft 28 of the second transmission mechanism 40 and the second gear 18 that engages with the engine output shaft 8.

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

  The hybrid vehicle 1 is also provided with a final reduction device 70 that decelerates mechanical power transmitted from the prime mover to the propulsion shaft 66 and distributes it to the left and right drive shafts 80 engaged with the drive wheels 88. . The final reduction gear 70 includes a drive pinion 68 coupled to the propulsion shaft 66, and a differential mechanism 74 in which the drive pinion 68 and the ring gear 72 mesh with each other at right angles. The final reduction gear 70 decelerates the mechanical power transmitted to the propulsion shaft 66 from at least one of the prime mover, that is, the internal combustion engine 5 and the electric motor 50, by the drive pinion 68 and the ring gear 72, and the right and left by the differential mechanism 74. By distributing to the drive shaft 80 and transmitting it to the drive wheels 88 coupled to the drive shaft 80, a driving force [N] for driving the hybrid vehicle 1 can be generated on the grounding surface of the drive wheels 88. It is possible.

  Further, the hybrid vehicle 1 is provided with a wheel speed sensor (not shown) that detects the rotational speed of the drive wheels 88, and sends a signal related to the detected rotational speed of the drive wheels 88 to the HVECU 100. In addition, the hybrid vehicle 1 is provided with a battery monitoring unit (not shown) that detects the state of charge (SOC) of the secondary battery 120 that supplies power to the electric motor 50. A signal related to the state of charge of the secondary battery 120 is sent to the HVECU 100 via the motor ECU 106.

  Further, the hybrid vehicle 1 is provided with an accelerator pedal position sensor (not shown) for detecting an operation amount of an accelerator pedal operated by a driver, and the detected operation amount of the accelerator pedal (hereinafter referred to as an accelerator operation amount). Is sent to the HVECU 100.

  In the hybrid vehicle 1 configured as described above, the HVECU 100 includes the first clutch 21 and the first clutch 21 and the first clutch 21 in the first transmission mechanism 30 and the second transmission mechanism 40 via the transmission ECU 104. The engaged / released state of the two clutch 22 is detected. The HVECU 100 detects a signal related to the rotational angle position (crank angle) of the engine output shaft 8 from a crank angle sensor (not shown) via the engine ECU 102, and the rotor 52 of the electric motor 50 from the resolver. A signal related to the rotational angle position of the motor is detected via the motor ECU 106. The HVECU 100 also includes a signal related to the rotational speed of the drive wheel 88 from a wheel speed sensor (not shown), a signal related to an accelerator operation amount from an accelerator pedal position sensor (not shown), and a battery monitoring unit (shown in FIG. The signal concerning the SOC of the secondary battery 120 from (not shown) is detected.

  Based on these signals, the HVECU 100 calculates and estimates various control variables. The HVECU 100 includes, as control variables, the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter referred to as engine rotational speed) and the torque output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine torque). The mechanical power output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine output) is estimated as a control variable based on the engine rotational speed and the engine torque. The HVECU 100 estimates the rotational speed of the rotor 52 of the electric motor 50 (hereinafter referred to as “motor rotational speed”) and the torque generated in the rotor 52 of the electric motor 50 (hereinafter referred to as “motor torque”). Based on the rotational speed and the motor torque, the mechanical power output from the rotor 52 by the electric motor 50 (hereinafter referred to as motor output) is estimated.

  In addition, the HVECU 100 determines the traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed), the SOC of the secondary battery 120, the electric motor 50 and the secondary battery 120 via the inverter 110 based on the above-described signals. The charge / discharge power exchanged between the two is estimated. Further, the HVECU 100 determines the engagement / release state of the first clutch 21 and the second clutch 22 and the engagement / release state of the gears 31 to 49 in the first transmission mechanism 30 and the second transmission mechanism 40. ing. Further, the HVECU 100 estimates a driving force required to be generated on the driving wheel 88 by the driver (hereinafter referred to as a required driving force) based on an accelerator operation amount or the like.

  Based on these control variables, the HVECU 100 knows the operation of the internal combustion engine 5 and the electric motor 50, and the operation state (operating point) of the internal combustion engine 5, that is, the engine rotation speed and the engine torque, and the operation state of the electric motor 50. (Operating point) That is, motor rotation speed and motor torque, engagement / release state of the first and second clutches 21 and 22 of the dual clutch transmission 10, and each shift of the first and second transmission mechanisms 30 and 40 The engagement / disengagement state of the stages 31 to 49, that is, the selection of the speed stage (hereinafter referred to as the engine output speed stage) for shifting the mechanical power from the internal combustion engine 5 and transmitting it to the drive wheels 88 is coordinated. And can be controlled.

  In the hybrid vehicle 1 configured as described above, the HVECU 100 brings the first clutch 21 into the engaged state and the second clutch 22 into the released state, so that the engine output shaft 8 has the first input shaft 27, The first transmission mechanism 30 is engaged with the drive wheels 88 via the gear stage in the engaged state, the first output shaft 37, the power integration gear 58, the propulsion shaft 66, and the final reduction gear 70. Thus, the first speed change mechanism 30 generates an engine output that is mechanical power output from the engine output shaft 8 of the internal combustion engine 5 and a motor output that is mechanical power output from the rotor 52 of the electric motor 50. The first input shaft 27 receives and integrates the gears, and the gears are shifted by the gears in the engaged state among the gears (odd gears) 31, 33, 35, and the torque is changed to drive the wheels from the first output shaft 37. It is possible to transmit to 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the second output shaft 48 of the second transmission mechanism 40 via the power integration gear 58. The mechanical power transmitted to the second output shaft 48 is shifted by the gear stage in the engaged state among the second gear stages (even stages) 42, 44, 49 of the second transmission mechanism 40, and the second The second input shaft 28 is idled by being transmitted to the input shaft 28. When the HVECU 100 is in the release state of all the gear stages 42, 44, and 49 of the second transmission mechanism 40, the power transmission is interrupted between the second output shaft 48 and the second input shaft 28, and the drive is performed. The rotation of the wheel 88 is not transmitted to the second input shaft 28.

  On the other hand, the HVECU 100 places the second clutch 22 in the engaged state and releases the first clutch 21 so that the engine output shaft 8 is brought into the engaged state in the second input shaft 28 and the second transmission mechanism 40. The drive wheel 88 is engaged through a certain gear stage, the second output shaft 48, the power integration gear 58, the propulsion shaft 66, and the final reduction gear 70. As a result, the second speed change mechanism 40 receives the engine output, which is mechanical power from the engine output shaft 8 of the internal combustion engine 5, by the second input shaft 28, and each speed stage (even number stages) 42, 44, 49. It is possible to change the torque at the engaged gear, change the torque, and transmit the torque from the second output shaft 48 to the drive wheels 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the first output shaft 37 of the first transmission mechanism 30 via the power integration gear 58. The mechanical power transmitted to the first output shaft 37 is shifted by the engaged gear among the gears (odd gears) 31, 33, 35 of the first transmission mechanism 30, and is transmitted to the first input shaft 27. Then, the first input shaft 27 is idled. When the HVECU 100 is in the release state of all the gear stages 31, 33, and 35 of the first transmission mechanism 30, the power transmission is interrupted between the first output shaft 37 and the first input shaft 27, and the drive The rotation of the wheel 88 is not transmitted to the first input shaft 27.

  The hybrid vehicle 1 configured as described above generates mechanical power (engine output) from the engine output shaft 8 of the internal combustion engine 5 by alternately engaging the first clutch 21 and the second clutch 22. Shift stages (engine output shift stages) that are shifted and transmitted toward the drive wheels 88 are the shift stages 31, 33, 35 of the first transmission mechanism 30, and the shift stages 42, 44, 49 of the second transmission mechanism 40. It is possible to prevent the power transmission from the engine output shaft 8 to the drive wheels 88 from being interrupted.

  For example, when performing an upshift to switch the engine output gear stage from the first speed gear stage 31 of the first transmission mechanism 30 to the second speed gear stage 42 of the second transmission mechanism 40, the first clutch 21 is engaged. When the second clutch 22 is in the disengaged state, the second input shaft 28 is idled by previously engaging the second speed gear stage 42. An operation of switching the first clutch 21 and the second clutch 22 by bringing the second clutch 22 to be released into the engaged state while putting the first clutch 21 in the engaged state into a released state, so-called “Clutch to clutch” is performed. As a result, the power transmission path from the engine output shaft 8 to the propulsion shaft 66 is gradually moved from the first input shaft 27 of the first transmission mechanism 30 to the second input shaft 28 of the second transmission mechanism 40. The upshift from the speed gear stage 31 to the second speed gear stage 42 is completed. In this way, the dual clutch type transmission 10 does not interrupt the transmission of power from the engine output shaft 8 to the drive wheels 88, and the second speed change mechanism, that is, the speed change stage of the first speed change mechanism 30, that is, the second speed change mechanism. An operation (hereinafter simply referred to as “shift operation”) for switching the engine output gear can be performed between 40 gears, that is, even gears.

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

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

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

  In this case, by bringing any one of the gear stages 42, 44, 49 of the second transmission mechanism 40 into the engaged state, the second input shaft 28 rotates the rotational speed of the drive wheels 88, that is, the vehicle speed of the hybrid vehicle 1. It rotates at a rotation speed proportional to. At this time, the HVECU 100 causes the electric motor 50 to power and outputs motor torque from the rotor 52 to the second input shaft 28, so that the dual clutch transmission 10 outputs the engine output from the engine output shaft 8 of the internal combustion engine 5. And the motor output from the rotor 52 of the electric motor 50 are respectively shifted by the gear stage engaged in the first transmission mechanism 30 and the gear stage engaged in the second transmission mechanism 40 to integrate the power. It can be integrated with the gear 58 and transmitted to the drive wheel 88. In this way, the hybrid vehicle 1 can achieve HV traveling when the first clutch 21 is engaged.

  On the other hand, when the HVECU 100 disengages the first clutch 21 and engages the second clutch 22, the dual clutch transmission 10 transmits the engine output from the engine output shaft 8 of the internal combustion engine 5 to the first output. It is received by the two input shafts 28, and the speed is changed by any one of the speed stages 42, 44, 49 of the second speed change mechanism 40 and is transmitted from the second output shaft 48 to the drive wheels 88. it can. In this way, the hybrid vehicle 1 can realize engine running when the second clutch 22 is in an engaged state.

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

  When the hybrid vehicle 1 performs EV traveling in which only the motor output is transmitted to the driving wheels 88 to generate driving force, unlike the above-described engine traveling and HV traveling control, the HVECU 100 includes the first clutch 21 and Both the second clutches 22 are released, and the electric motor 50 is powered. The dual clutch transmission 10 receives the motor output from the rotor 52 of the electric motor 50 by the second input shaft 28, changes the speed by the gear stage engaged in the second transmission mechanism 40, and integrates the power integrated gear 58. Is transmitted to the drive wheel 88 via.

  By the way, the hybrid vehicle 1 uses the dual clutch transmission 10 to change the engine output from the internal combustion engine 5 according to any one of the plurality of shift stages 31 to 49, that is, the engine output shift stage. The speed is changed and transmitted to the drive wheel 88. Therefore, when each gear is used as the engine output gear, the driving force that can be generated in the driving wheel 88 (hereinafter referred to as the maximum driving force and indicated by a solid line in the figure) is as shown in FIG. It changes according to the engine output gear. As the engine output shift speed, for example, as the higher speed speed, such as the fifth gear 35, is selected, the maximum driving force decreases. When the fifth speed gear stage 35 is selected as the engine output speed stage, the required driving force is the maximum driving force line of the fifth speed gear stage 35 (shown by a solid line in the figure) as indicated by a point P2 in the figure. Is exceeded, the HVECU 100 performs a downshift to the fourth gear stage 44, assuming that the required driving force cannot be achieved by the fifth gear stage 35. As a result, the driving force at the point P2 becomes lower than the maximum driving force of the fourth speed gear stage 44. Therefore, the required driving force at the point P2 can be achieved by adjusting the engine output.

  In the prior art, the required driving force is driven with respect to the maximum driving force line of the fifth speed gear stage 35 when the fifth speed gear stage 35 is selected as indicated by a point P1 in FIG. Even when it exceeds the shift instruction driving force line (shown by a broken line in the figure) set at a predetermined interval on the side where the force decreases, the maximum driving force is reduced by downshifting to the fourth gear stage 44. Increase. This is to suppress the so-called “busy shift” in which the shift operation is frequently performed when the required driving force increases or decreases in the vicinity of the maximum driving force line of the fifth speed gear stage 35.

  In the hybrid vehicle 1, the internal combustion engine 5 as a prime mover has a fuel consumption rate [g / kWh] determined according to an operating state (operating point), that is, an engine rotation speed and an engine torque, as shown in FIG. The operating state (engine speed and engine torque) at which the fuel consumption rate becomes equal is indicated by a solid line (thin) in the figure and is denoted as an “equal fuel consumption rate curve”. In general, the internal combustion engine 5 tends to have a low fuel consumption rate (higher thermal efficiency) in an operating state where the engine rotational speed is medium and the engine torque is increased from a medium load to a high load.

  In addition, in the internal combustion engine 5, the engine torque at which the fuel consumption rate is lowest is determined according to the engine speed. A line in which the engine torque having the lowest fuel consumption rate with respect to the engine rotation speed is continuously connected is indicated by a one-dot chain line (thick) in FIG. 5 and is hereinafter referred to as an “optimum fuel consumption line”. The HVECU 100 controls the internal combustion engine 5 and the electric motor 50 so that the operating state (operating point) of the internal combustion engine 5, that is, the engine rotational speed and the engine torque are as close as possible to the optimum fuel consumption line in order to suppress fuel consumption in the internal combustion engine 5. And the dual clutch transmission 10 are controlled in a coordinated manner.

  In FIG. 5, a line connecting operating states (operating points) in which the engine output, which is a value obtained by multiplying the engine torque by the engine rotation speed, is shown by a thin broken line in FIG. Output line ". When the internal combustion engine 5 is operating at an operation state (operating point) at a relatively low load or a relatively low rotational speed, the fuel consumption rate tends to decrease as the engine torque, that is, the engine output is increased.

  By the way, in the hybrid vehicle 1 including the dual clutch transmission 10 as the multi-stage transmission as described above, when the increase in the required driving force is achieved by downshifting, the driving wheels 88 and the engine output shaft 8 are usually During this period, the engine load, that is, the engine torque, decreases, and the engine speed increases to change the operating state (so-called operating point) of the internal combustion engine 5. As described above, when the downshift is performed in the dual clutch transmission 10 in accordance with the increase in the required driving force, the operating state of the internal combustion engine 5 changes, and the fuel consumption rate [g / kWh] in the internal combustion engine 5 changes. May rise.

  Further, in the hybrid vehicle 1 described above, when the internal combustion engine 5 is operated in an operation state in which the fuel consumption rate is relatively low, the change in the required driving force is not the shift operation in the multi-stage transmission, but the engine torque. If this is to be achieved, the internal combustion engine 5 may be operated in an operation state in which the fuel consumption rate is relatively high.

  Therefore, in the hybrid vehicle 1 according to the present embodiment, the HVECU 100 as the control means is such that the operating state of the internal combustion engine is lower than the light load limit line set in advance on the lower load side than the above-described optimum fuel consumption line. In the above region, the required driving force is achieved by operating the internal combustion engine and the electric motor in a coordinated manner so as to increase the engine output, which will be described below with reference to FIGS. 1 and 4 to 9. To do.

  FIG. 6 is a flowchart showing the required driving force attainment control executed by the control means (HVECU) of the hybrid vehicle, and shows a case where the required driving force increases as an example. FIG. 7 is a diagram showing motor operation and charge / discharge performed by the control means (HVECU) of the hybrid vehicle in the prime mover cooperative control. FIG. 8 is a flowchart showing motor drive wheel engagement control executed by the control means (HVECU) of the hybrid vehicle. FIG. 9 is a diagram illustrating an example of the operation of the hybrid vehicle when motor drive wheel engagement control is performed. As an example, a case will be described in which the required driving force increases when the hybrid vehicle 1 is running the engine.

  As shown in FIG. 6, first, the HVECU 100 acquires various control variables in step S100. The control variables include engine rotational speed and engine torque indicating the operating state of the internal combustion engine 5, motor rotational speed and motor torque indicating the operating state of the electric motor 50, required driving force and vehicle speed of the hybrid vehicle 1, The SOC of the secondary battery 120, the engagement / release states of the first clutch 21 and the second clutch 22, the engagement / release states of the gear stages 31 to 49 in the first transmission mechanism 30 and the second transmission mechanism 40, and the like. include.

  In step S102, the HVECU 100 determines whether there is a request to increase the driving force, that is, whether there is an increase in the required driving force. The increase in the required drive wheels can be determined based on the accelerator operation amount or the like. If it is determined that the required driving force does not increase, the process returns to step S100 again.

  On the other hand, if it is determined that there is an increase in the required driving force (S102: Yes), can the HVECU 100 achieve the increase in the required driving force only by increasing the motor torque by the electric motor 50 in step S104? Determine whether or not. If it is determined that the required driving force can be increased only by increasing the motor torque, in step S106, the HVECU 100 achieves the increased required driving force by increasing the motor torque of the electric motor 50. Motor torque increase control is performed.

  On the other hand, if it is determined in step S104 that it cannot be achieved only by increasing the motor torque (No), the HVECU 100 determines in step S110 whether or not the operating state of the internal combustion engine 5 is in the preset region A. Determine. This region A is a region between the optimum fuel consumption line and a light load limit line (indicated by a thick broken line in FIG. 5) preset on the low load (low torque) side of the optimum fuel consumption line.

  This light load limit line is a line that divides the lower load (low torque) side than the optimum fuel consumption line into a region A adjacent to the optimum fuel consumption line and a region C on the low load side, that is, each operating state of the internal combustion engine 5 ( Operating point). The light load limit line is set substantially along the equal engine output line except for a part where the engine speed is low.

  In the region C on the lower load side than the light load limit line, it is not preferable to operate the internal combustion engine 5 because the fuel consumption rate is high. In addition, it is a preferable region to perform EV traveling in which only the motor output from the electric motor 50 is transmitted to the drive wheels 88 while the internal combustion engine 5 is in an inoperative state.

  On the other hand, a region A adjacent to the optimum fuel consumption line is a region where the fuel consumption rate is relatively low and the internal combustion engine 5 is preferably operated. In addition, the region A is a region where it is not preferable to perform an upshift in the dual clutch transmission 10.

  The light load limit line that divides these areas A and C is set in advance according to the reduction ratio of each gear stage of the dual clutch transmission 10, the specifications of the internal combustion engine 5, and the like. Stored in ROM.

  When it is determined in step S110 that the operating state of the internal combustion engine 5 is in the region A (Yes), the HVECU 100 operates in cooperation with the internal combustion engine 5 and the electric motor 50 so that the motor output mainly increases. Then, prime mover cooperative control A is performed to achieve the required driving force (S120). For example, these values are maintained so that the engine output, that is, the engine torque of the internal combustion engine 5 does not change, and the motor output from the electric motor 50, that is, the motor torque, is increased to achieve an increase in the required driving force.

  In the prime mover cooperative control A described above, when the required driving force is achieved, the motor output may be increased and the engine output may be increased so that the operating state of the internal combustion engine 5 approaches the optimum fuel consumption line. The increase in the motor output of the electric motor 50 only needs to be larger than the increase in the engine output of the internal combustion engine 5, and it is sufficient that the required driving force can be achieved mainly by adjusting the motor output, that is, the motor torque.

  Further, in the case where the prime mover cooperative control A is performed, that is, when the operating state of the internal combustion engine 5 is in the region A, as shown in FIG. 7, when the SOC of the secondary battery 120 is relatively low, the HVECU 100 It is also preferable to increase the engine output of the engine 5, that is, the engine torque, and operate the electric motor 50 as a generator to convert part of the engine output into charging power charged in the secondary battery 120. As a result, when the SOC of the secondary battery 120 is low, the HVECU 100 can convert a part of the engine output into charging power and increase the SOC of the secondary battery 120.

  On the other hand, when it is determined in step S110 that the operating state of the internal combustion engine 5 is not in the region A (No), the HVECU 100 is in the region B set in advance in step S130. It is determined whether or not. This area B is an area between the optimum fuel consumption line and a high load limit line (indicated by a two-dot chain line in FIG. 5) preset on the higher load (high torque) side than the optimum fuel consumption line.

  The high load limit line divides the higher load (high torque) side than the optimum fuel consumption line into a region B adjacent to the optimum fuel consumption line and a region D adjacent to the engine maximum torque line (shown by a bold line in FIG. 5). A line, that is, each operating state (operating point) of the internal combustion engine 5 is connected.

  In the region D on the high load side from the high load limit line, the fuel consumption rate is high, and in addition, when the required driving force increases or decreases as described above, the shift operation is frequently performed. It is an area in which it is not preferable to operate.

  On the other hand, a region B adjacent to the optimum fuel consumption line is a region where the fuel consumption rate is relatively low and the internal combustion engine 5 is preferably operated. In addition, the region B is a region where it is not preferable to downshift in the dual clutch transmission 10.

  The high load limit line that divides these regions B and D is set in advance according to the specifications of the internal combustion engine 5, the reduction ratio of each gear stage of the dual clutch transmission 10, and the like. Stored in ROM.

  When it is determined in step S130 that the operating state of the internal combustion engine 5 is in the region B (Yes), the HVECU 100 is electrically connected to the internal combustion engine 5 so that the motor output mainly increases as in the prime mover cooperative control A. A prime mover cooperative control B is performed in which the motor 50 is operated in cooperation to achieve the required driving force (S140). For example, these values are maintained so that the engine output of the internal combustion engine 5, that is, the engine torque does not change, and the motor output of the electric motor 50, that is, the motor torque is increased to achieve an increase in the required driving force.

  In the prime mover cooperative control B, when the required driving force is achieved, the motor output may be increased and the engine output may be decreased so that the operating state of the internal combustion engine 5 approaches the optimum fuel consumption line. It is sufficient if the increase in the motor output of the electric motor 50 is increased compared to the decrease in the engine output of the internal combustion engine 5 to achieve the required driving force, and the request is mainly achieved by adjusting the motor output, that is, the motor torque. It is sufficient if the driving force can be achieved.

  Further, in the case where the prime mover cooperative control B is performed, that is, when the operating state of the internal combustion engine 5 is in the region B, as shown in FIG. 7, when the SOC of the secondary battery 120 is relatively high, the HVECU 100 It is also preferable to reduce the engine output of the engine 5, that is, the engine torque, and operate the electric motor 50 as an electric motor. As a result, when the SOC of the secondary battery 120 is high, the HVECU 100 operates the internal combustion engine 5 in an operation state where the engine output is as low as possible, that is, an operation state where the combustion consumption rate is low, and also reduces the secondary battery SOC. be able to.

  On the other hand, when it is determined in step S130 that the operation state of the internal combustion engine 5 is not in the region B (No), the HVECU 100 is in the region C set in advance in step S150. It is determined whether or not. This region C is a region set on the low load side from the light load limit line as described above.

  When it is determined in step S150 that the operating state of the internal combustion engine 5 is in the region C (No), the HVECU 100 is different from the prime mover cooperative control A and B in that the internal combustion engine 5 mainly increases the engine output. And the electric motor 50 are operated in a coordinated manner to perform prime mover cooperative control C that achieves the required driving force (S160). For example, these values are maintained so that the motor output of the electric motor 50, that is, the motor torque does not change, and the engine output of the internal combustion engine 5, that is, the engine torque is increased to achieve an increase in the required driving force. Thereby, the driving | running state of the internal combustion engine 5 will approach the optimal fuel consumption line more, and the internal combustion engine 5 can be operated by the driving | running state with a lower fuel consumption rate.

  In the prime mover cooperative control C, the engine output may be increased and the motor output may be slightly increased when the required driving force is achieved. It is sufficient if the required driving force can be achieved by increasing the engine output of the internal combustion engine 5, and it is sufficient if the required driving force can be achieved mainly by adjusting the engine output, that is, the engine torque.

  In addition, when the prime mover cooperative control C is performed, that is, when the operating state of the internal combustion engine 5 is in the region C, the HVECU 100 increases the engine output of the internal combustion engine 5, that is, the engine torque, as shown in FIG. It is also preferable to operate the electric motor 50 as a generator to convert part of the engine output into charging power charged in the secondary battery 120. The charging power is set to increase as the SOC of the secondary battery 120 decreases. As a result, the HVECU 100 can increase the SOC of the secondary battery 120 and operate the internal combustion engine 5 in an operating state with as high an engine output as possible, that is, an operating state with a low fuel consumption rate.

  On the other hand, if it is determined in step S150 that the operating state of the internal combustion engine 5 is not in the region C (No), that is, if it is determined that it is in the region D, the HVECU 100 determines that the dual clutch transmission 10 , Downshift control is performed to switch the engine output gear stage for shifting the mechanical power from the internal combustion engine 5 and transmitting it to the drive wheels 88 to a lower gear stage (S170). As a result, the engine torque can be reduced, and the driving force generated in the drive wheels 88 can be increased as shown in FIG. 4, and the internal combustion engine 5 can be operated in an operating state with a lower fuel consumption rate.

[Motor drive wheel engagement control]
When adjusting the motor torque, that is, the motor output, such as when the above-described prime mover cooperative control A, B, and C is performed, the rotor 52 of the electric motor 50 and the drive wheels 88 change the gear position of the first transmission mechanism 30. The motor torque from the electric motor 50 may be shifted by the gear position of the first transmission mechanism 30 and transmitted to the drive wheels 88, and the drive force generated on the drive wheels 88 by the electric motor 50 May not be adjusted. For this reason, in performing the motor | power_engine cooperation control A, B, and C mentioned above, it is also suitable for HVECU100 to perform "motor drive wheel engagement control" demonstrated below. As an example, a case where the engine output is increased in addition to the motor output will be described with reference to FIGS. 8 and 9.

  As shown before time t 1 in FIG. 9, in the hybrid vehicle 1, the HVECU 100 causes the internal combustion engine 5 to generate engine torque on the engine output shaft 8. The second clutch 22 is in an engaged state, and the engine output from the internal combustion engine 5 is shifted by any one of the shift stages 42, 44, 46 of the second transmission mechanism 40 and is applied to the drive wheels 88. Has been communicated. At this time, the first clutch 21 capable of engaging the engine output shaft 8 with the first input shaft 27 with which the rotor 52 of the electric motor 50 is engaged is in an engaged state. In the first transmission mechanism 30 that shifts the mechanical power of the gears 31, the shift stages 31, 33, and 35 are all in a released state.

  In such a case, as shown in FIG. 8, the HVECU 100 first determines whether or not the engine output from the internal combustion engine 5 is transmitted to the first input shaft 27 in step S200. That is, the first clutch 21 is in the engaged state, and any one of the shift stages 31, 33, 35 of the first transmission mechanism 30 is in the engaged state, and the shift stage of the first transmission mechanism 30 is It is determined whether or not the engine is being used as an engine output gear. That is, it is determined whether or not the rotor 52 of the electric motor 50 is engaged with the drive wheel 88. This determination can be made based on the engaged / released state of the first clutch 21 and the engaged / released states of the respective gear stages 31, 33, 35 of the first transmission mechanism 30.

  In step S200, when it is determined that the engine output from the internal combustion engine 5 is transmitted to the first input shaft 27 (Yes), that is, it is determined that the rotor 52 of the electric motor 50 is engaged with the drive wheels 88. In this case, the HVECU 100 immediately increases the motor output, that is, the motor torque in the above-described prime mover cooperative control to achieve an increase in the required driving force.

  On the other hand, if it is determined in step S200 that the engine output from the internal combustion engine 5 has not been transmitted to the first input shaft 27 (No), the HVECU 100 in step S202, the gear stages 31, 33 of the first transmission mechanism 30. , 35 determine whether or not both are in a released state. That is, in the first speed change mechanism 30, it is determined whether or not power transmission is interrupted between the first output shaft 37 engaged with the drive wheel 88 and the first input shaft 27.

  In step S202, when it is determined that none of the shift stages 31, 33, and 35 are in the released state in the first transmission mechanism 30, that is, in the first transmission mechanism 30, any one shift stage is in the engaged state. If it is determined that the motor 52 is in the state, the rotor 52 of the electric motor 50 and the drive wheel 88 are engaged. Therefore, the HVECU 100 immediately increases the motor output in the prime mover cooperative control A to increase the required drive wheel. Achieve.

  On the other hand, if it is determined in step S202 that all the gears 31, 33, and 35 of the first transmission mechanism 30 are in the released state, the HVECU 100 determines in step S204 whether or not the first clutch 21 is in the engaged state. Determine whether.

  If it is determined in step S204 that the first clutch 21 is in the engaged state (Yes), the HVECU 100 releases the engaged first clutch 21 in step S206 as shown at time t1 in FIG. Then, go to step S208. On the other hand, if the first clutch 21 is not engaged but released (No), the process proceeds to step S208.

  In step S208, the HVECU 100 starts increasing the engine output, that is, the engine torque at the time t1 when the required driving force is required to increase from Fd1 to Fd2 and the first clutch 21 is released. As shown at time points t1 to t3 in FIG. 9, the engine output Pe1 is increased to the engine output Pe2 set in advance in the prime mover cooperative control. Further, at time point t2 immediately after the start of the increase in engine output, among the shift stages 31, 33, and 35 of the first transmission mechanism 30 that are all in the released state, the shift stage selected in the prime mover cooperative control is engaged. The engaging operation is started.

  The HVECU 100 starts increasing the motor output, that is, the motor torque at the time t3 when the engagement operation of the shift speed in the first transmission mechanism 30 is completed and the increase in the engine output is completed. As shown by time points t3 to t4 in FIG. 9, the motor output Pm1 is increased to a motor output Pm2 set in advance in the prime mover cooperative control. In this way, the driving force actually generated in the driving wheel 88 increases from the required driving force Fd1 at the time point t1 at which the engine output starts to increase, as shown by a two-dot chain line in the figure, and increases the motor output. The required driving force Fd2 is reached at the completion time t4.

  As described above, the HVECU 100 performs the engagement operation of the gear stage in the first transmission mechanism 30 while increasing the driving force by increasing the engine output, so that the rotor 52 and the driving wheel 88 of the electric motor 50 are engaged. Are engaged with each other via the shift stage of the first transmission mechanism 30, and the motor output from the electric motor 50 is shifted by the first transmission mechanism 30 to be transmitted to the drive wheels 88. After the driving force is increased by increasing the engine output, the driving force is increased by increasing the motor output, so that the required driving force is increased from the time point t1 (required driving force Fd1) at which the engine output starts to increase. The output can be continuously and smoothly increased until the time t4 (required driving force Fd2) at which the increase in output is completed.

  As described above, the hybrid vehicle 1 according to the present embodiment includes the internal combustion engine 5 and the electric motor 50 as prime movers, and outputs the engine output output from the internal combustion engine 5 among the plurality of shift stages 31 to 49. Dual clutch transmission 10 as a multi-stage transmission capable of shifting to one of the engaged gears and transmitting it to drive wheels 88, and the required drive required to occur on drive wheels 88 The HVECU 100 is provided as a control means capable of controlling the operation of the internal combustion engine 5 and the electric motor 50 and the shift stage to be engaged in the multi-stage transmission according to the force. When the operating state of the internal combustion engine 5 is in the region C on the low load side as compared to the light load limit line set in advance on the low load side from the optimum fuel consumption line, the HVECU 100 is configured so that the engine output is increased. 5 and the electric motor 50 are operated in cooperation to achieve the required driving force. The light load limit line is set in advance so that the low load side of the light load limit line is in a region where the fuel consumption rate is high, and in this region, the internal combustion engine and the electric motor are coordinated so that the engine output increases. Thus, by operating and achieving the required driving force, it is possible to prevent the internal combustion engine 5 from operating in an operating state with a high fuel consumption rate when the required driving force is achieved.

  In the hybrid vehicle 1 according to the present embodiment, the HVECU 100 is a motor that is output from the electric motor 50 when the operating state of the internal combustion engine 5 is in the region C on the low load side compared to the light load limit line. When the required driving force is achieved by greatly changing the engine output as compared with the change in the output, and the operating state of the internal combustion engine 5 is in the region A on the optimum fuel consumption line side compared to the light load limit line, the engine Since the required driving force is achieved by greatly changing the motor output as compared with the output, when the required driving force is achieved, the operating state of the internal combustion engine 5 is operated as close to the optimum fuel consumption line as possible. Therefore, the required driving force can be achieved with high responsiveness by the motor output while suppressing the internal combustion engine 5 from operating in an operating state with a high fuel consumption rate.

  Further, in the hybrid vehicle 1 according to the present embodiment, the HVECU 100 is sandwiched between the high load limit line and the light load limit line in which the operation state of the internal combustion engine 5 is set in advance to the higher load side than the optimum fuel consumption line. In the regions A and B, the engine output is maintained so as not to change, and the motor output is changed to achieve the required driving force. However, it is possible to prevent operation in an operation state with a high fuel consumption rate (for example, the region C), or operation in an operation state (for example, the region D) in which the downshift is normally performed under a high load. be able to.

  Further, in the hybrid vehicle 1 according to the present embodiment, the HVECU 100 is a dual clutch type as a multi-stage transmission when the operating state of the internal combustion engine 5 is in the region D on the high load side compared to the high load limit line. In the transmission 10, the engine output shift stage for shifting the engine output from the internal combustion engine 5 is switched to a shift stage having a larger reduction ratio (that is, the low speed side) to achieve the required driving force. 5 is not in any of the above-described regions A, B, and C, the required driving force can be achieved by performing a downshift.

  Further, in the hybrid vehicle 1 according to the present embodiment, the electric motor 50 operates as a generator and can convert a part of the engine output into charging power charged in the secondary battery 120. The HVECU 100 When the operating state of the internal combustion engine 5 is in the region on the low load side compared to the light load limit line set in advance on the low load side from the optimum fuel consumption line, the electric motor 50 is operated as a generator, The engine output was increased. When the operating state of the internal combustion engine 5 is in the region C where the fuel consumption rate on the low load side is higher than the light load limit line, the electric motor 50 is operated as a generator and the electric motor 50 is not operated as a generator. Compared to the case, the engine output can be increased, and the internal combustion engine 5 can be operated in an operation state with a lower fuel consumption rate.

  In the hybrid vehicle 1 according to the present embodiment, the multi-stage transmission is a first input shaft that is engaged with the rotor 52 of the electric motor 50 by any one of the plurality of shift stages 31, 33, and 35. The second input shaft 28 and the drive wheel 88 are engaged by the first speed change mechanism 30 that can engage the drive wheel 88 with the drive wheel 88 and any one of the plurality of speed stages 42, 44, and 49. A second transmission mechanism 40 that can be engaged, a first clutch 21 that can engage the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27, and the engine output shaft 8 of the internal combustion engine 5. And the second clutch 22 capable of engaging the second input shaft 28, the engine output gear stage for shifting the engine output from the internal combustion engine is provided. The rotor 52 of the electric motor 50 and the second In the case of the shift stages 31, 33, and 35 of the first transmission mechanism 30 with which the input shaft 27 is engaged, the motor output is transmitted to the drive wheels 88 by changing the motor torque as it is, and the drive wheels 88. Can be changed. On the other hand, when the engine output gear stage is the gear stage 42, 44 of the second transmission mechanism 40, the first clutch 21 is disengaged and the gear stages 31, 33, 35 of the first transmission mechanism 30 are in the disengaged state. By driving any one of them into the engaged state, the driving force generated in the driving wheel 88 can be changed by changing the motor torque of the electric motor 50.

  In the present embodiment, the shift stages 31, 33, and 35 of the first transmission mechanism 30, which is a transmission mechanism in which the rotor 52 of the electric motor 50 is engaged with the input shaft (first input shaft 27), are odd-numbered stages (first stage). 1st gear stage, 3rd speed gear stage, and 5th gear stage), but the aspect of the dual clutch transmission 10 to which the present invention is applicable is not limited to this. Absent. Of course, the gear stage of the first transmission mechanism 30 may be configured with an even number of stages, while the gear stage of the second transmission mechanism 40 may be configured with an odd number of stages.

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

  In each of the shift stages 31 to 49 of the first and second transmission mechanisms 30 and 40 according to the present embodiment, the main gears 31a to 49a are coupled to the first input shaft 27 or the second input shaft 28, respectively. The counter gears 31c to 49c meshing with the main gears 31a to 49a are rotatably provided around the first output shaft 37 or the second output shaft 48, and the coupling mechanisms 31e to 49e are counter gears 31c to 49e. 49c and the corresponding output shafts 37 and 48 are engaged, but the mode of the coupling mechanism is not limited to this. In at least some of the shift stages 31 to 49 of the first and second transmission mechanisms 30 and 40, a main gear is provided to be rotatable around an input shaft corresponding thereto, and a counter gear is provided. It may be coupled to the corresponding output shaft, and the coupling mechanism may engage the main gear and the input shaft.

  In the present embodiment, the rotor 52 of the electric motor 50 is coupled to the first input shaft 27 of the first transmission mechanism 30. However, the dual clutch transmission 10 to which the present invention is applicable is described. The embodiment is not limited to this. The first input shaft 27 may be engaged with the rotor 52 of the electric motor 50. For example, a speed reduction mechanism that reduces the rotational speed of the rotor and transmits it to the second input shaft 28 or a speed change mechanism is preferably provided between the first input shaft 27 and the rotor 52.

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

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

  In the present embodiment, the case where the required driving force increases when the hybrid vehicle 1 is running the engine has been described. However, the vehicle running state to which the control technology according to the present invention is applied is limited to this. It is not something. The present invention can also be applied when the hybrid vehicle is running on HV. Further, the present invention can also be applied to a case where the required driving force decreases when the hybrid vehicle is performing engine traveling or HV traveling.

  In the present embodiment, the multi-stage transmission is the dual clutch transmission 10, but the multi-stage transmission included in the hybrid vehicle 1 to which the control technology of the present invention can be applied is limited to this. is not. The control technique according to the present invention can be applied to any multi-stage transmission capable of transmitting the engine output from the internal combustion engine to any one of the plurality of shift stages and transmitting it to the drive wheels. For example, the present invention can also be applied to a hybrid vehicle including a parallel shaft gear type or planetary gear type multi-stage transmission.

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

It is a mimetic diagram showing a schematic structure of a hybrid vehicle concerning this embodiment. It is a schematic diagram which shows the structure of the dual clutch mechanism which the dual clutch type transmission as a multistage transmission which concerns on this embodiment has. It is a schematic diagram explaining the structure of the dual clutch mechanism of the modification which concerns on this embodiment. It is a figure which shows the maximum drive force which is the drive force which can be generated to a drive wheel, when each gear stage of the dual clutch type transmission which concerns on this embodiment is used as an engine output gear stage. It is a figure which shows the fuel consumption rate with respect to the engine speed and engine torque of the internal combustion engine which concerns on this embodiment. It is a flowchart which shows the required driving force achievement control which the control means (HVECU) of the hybrid vehicle which concerns on this embodiment performs, and is a figure which shows the case where a required driving force increases as an example. It is a figure which shows the action | operation and charging / discharging of the motor which the control means (HVECU) of the hybrid vehicle which concerns on this embodiment performs in motor | power_engine cooperation control. It is a flowchart which shows the motor drive wheel engagement control which the control means (HVECU) of the hybrid vehicle which concerns on this embodiment performs. It is a figure which shows an example of operation | movement of a hybrid vehicle in case the control means (HVECU) of the hybrid vehicle which concerns on this embodiment performs motor drive wheel engagement control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Dual clutch transmission 20 Dual clutch mechanism 21 First clutch 22 Second clutch 27 First input shaft 28 Second input shaft 30 First transmission mechanism 31, 33, 35 Gear stage (Gear, gear pair)
37 First output shaft 40 Second transmission mechanism 42, 44, 49 Gear stage (gear stage, gear pair)
48 Second output shaft 50 Electric motor (motor generator)
52 Electric Motor Rotor 66 Propulsion Shaft 70 Final Deceleration Device 74 Differential Mechanism 80 Drive Shaft 88 Drive Wheel 100 Electronic Control Device for Hybrid Vehicle (ECU, Control Means, Storage Means)

Claims (6)

It has an internal combustion engine and an electric motor as a prime mover,
A multi-stage transmission capable of shifting engine power output from the internal combustion engine by any one of a plurality of shift stages and transmitting it to the drive wheels;
Control means capable of controlling the operation of the internal combustion engine and the electric motor according to the required driving force required to be generated in the driving wheel;
A hybrid vehicle with
The control means
When the operating state of the internal combustion engine is in the region on the low load side compared to the light load limit line set in advance on the low load side from the optimal fuel consumption line,
A hybrid vehicle characterized in that a required driving force is achieved by operating an internal combustion engine and an electric motor in a coordinated manner so as to increase engine output. The hybrid vehicle according to claim 1,
The control means
When the operating state of the internal combustion engine is in the region on the low load side compared to the light load limit line,
Compared with the change in motor output output from the electric motor, the engine output is greatly changed to achieve the required driving force,
When the operating state of the internal combustion engine is in the region on the optimal fuel consumption line side compared to the light load limit line,
A hybrid vehicle characterized in that the required driving force is achieved by greatly changing the motor output compared to the change in engine output. In the hybrid vehicle according to claim 1 or 2,
The control means
When the operating state of the internal combustion engine is in a region sandwiched between a high load limit line preset on the higher load side than the optimal fuel consumption line and a light load limit line,
A hybrid vehicle characterized in that the required driving force is achieved by changing the motor output while keeping the engine output unchanged. In the hybrid vehicle according to claim 3,
The control means
When the operating state of the internal combustion engine is in the region on the high load side compared to the high load limit line,
A hybrid vehicle characterized in that, in a multi-stage transmission, a required driving force is achieved by switching an engine output shift stage for shifting engine output from an internal combustion engine to a shift stage having a larger reduction ratio. The hybrid vehicle according to claim 1,
The electric motor operates as a generator and can convert a part of the engine output into charging power charged in the secondary battery,
The control means
When the operating state of the internal combustion engine is in the region on the low load side compared to the light load limit line set in advance on the low load side from the optimal fuel consumption line,
A hybrid vehicle that operates an electric motor as a generator and increases engine output. In the hybrid vehicle according to any one of claims 1 to 5,
Multi-speed transmission
A first speed change mechanism capable of engaging the first input shaft and the drive wheel, which are engaged with the rotor of the electric motor, by any one of the plurality of speed stages;
A second speed change mechanism capable of engaging the second input shaft and the drive wheel by any one of a plurality of speed stages;
A first clutch capable of engaging the engine output shaft and the first input shaft;
A second clutch capable of engaging the engine output shaft and the second input shaft;
A hybrid vehicle characterized by being a dual clutch transmission.

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