JP2012081875A - Vehicle drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle drive control device avoiding the situation where an output torque of an electric motor becomes insufficient and starting an internal combustion engine, even when the reduction of output torque of the electric motor is detected or foreseen.SOLUTION: A timing to start an engine 6 is corrected to be earlier than a set one, when the reduction of output torque of an electric motor 7 is detected or foreseen when the engine 6 is started with a power of the electric motor 7 during EV traveling, and where the output torque of the electric motor 7 is foreseen to be less than the total torque adding a clutch torque generated when a first clutch 41 or a second clutch 42 is connected, to a requested drive torque.

Description

  The present invention relates to a control device for a vehicle drive device that can start an internal combustion engine during EV traveling.

  2. Description of the Related Art Conventionally, there has been known a vehicle drive device that includes an internal combustion engine and an electric motor and can start the internal combustion engine during EV traveling with the power of the electric motor (see, for example, Patent Document 1). The vehicle drive device described in Patent Document 1 discloses determining whether or not it is necessary to start the engine from the relationship between the accelerator depression amount and the depression time.

Japanese Patent No. 3901235

  However, the electric motor has the characteristic that the output torque decreases as the vehicle speed increases due to its characteristics. Further, the output torque may be limited depending on the heat generation state of the electric motor. In the vehicle drive device described in Patent Document 1, it is not assumed that the output torque of the electric motor is reduced.

  The present invention has been made in view of the above-described problems, and an object thereof is to avoid a situation where the output torque of the motor is insufficient even when a decrease in the output torque of the motor is detected or predicted, and to start the internal combustion engine. An object of the present invention is to provide a control device for a vehicle drive device.

In order to achieve the above object, the invention according to claim 1
An internal combustion engine (for example, an engine 6 in an embodiment described later);
An electric motor (for example, an electric motor 7 in an embodiment described later);
Connecting / disconnecting means capable of connecting / disconnecting power transmission between the internal combustion engine and the electric motor (for example, a first clutch 41 and a second clutch 42 in an embodiment described later),
A control device (for example, described later) of a vehicle driving device (for example, a vehicle driving device 1 in an embodiment described later) capable of starting the internal combustion engine by fastening the connecting / disconnecting means during EV traveling with the power of the electric motor. The electric control unit 5) of the embodiment
When starting the internal combustion engine with the power of the electric motor during EV traveling, a decrease in the output torque of the electric motor is detected or predicted, and the upper limit output torque of the electric motor is connected when the connecting / disconnecting means is engaged. When it is assumed that the total torque obtained by adding the means torque and the required drive torque is not reached, the timing for starting the internal combustion engine is corrected to be earlier than the set timing.

In addition to the configuration of claim 1, the invention according to claim 2
The connecting / disconnecting means is fastened before reaching the startable rotational speed of the internal combustion engine.

In addition to the configuration of claim 1 or 2, the invention according to claim 3
The reduction in the output torque of the electric motor is caused by limiting the output torque of the electric motor according to the heat generation state of the electric motor.

In addition to the configuration of claim 1 or 2, the invention according to claim 4
When a decrease in the output torque of the motor is detected or predicted by continuing high load operation, the total torque obtained by adding the connection / disconnection means torque generated when the connection / disconnection means is engaged and the required drive torque is obtained. The internal combustion engine is started so as not to be subjected to an upper limit output torque of the electric motor.

The invention according to claim 5 includes, in addition to the configuration of claim 1 or 2,
The reduction in the output torque of the electric motor is caused when the required drive torque is larger than a predetermined value.

In order to achieve the above object, the invention according to claim 6 provides:
An internal combustion engine (for example, an engine 6 in an embodiment described later);
An electric motor (for example, an electric motor 7 in an embodiment described later);
It is connected to the internal combustion engine via a first connecting / disconnecting means (for example, a first clutch 41 of an embodiment described later), and a first switching means (for example, a lock mechanism 61 of an embodiment described later, for a first odd-numbered gear shift). A plurality of gears (for example, a planetary gear mechanism 30, a third-speed drive gear 23a, a fifth-speed drive gear 25a, and a seventh-speed drive according to an embodiment described later) are provided by the shifter 51A and the second odd-numbered-speed shifter 51B. A first transmission unit (for example, an odd-stage transmission unit in an embodiment described later) capable of selecting the gear 97a);
It is connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 in an embodiment described later), and a second switching means (for example, a first even-numbered shift shifter 52A, an embodiment described later, 2 (even planetary gear shifter 52B), a plurality of gears (for example, a planetary gear mechanism 30, a third speed drive gear 23a, a fifth speed drive gear 25a, and a seventh speed drive gear 97a in an embodiment described later) are provided. A selectable second transmission unit (for example, an even-stage transmission unit in an embodiment described later),
At least one power of the internal combustion engine and the electric motor is input to the first transmission unit,
Power of the internal combustion engine is input to the second transmission unit,
A vehicle drive device (for example, in an embodiment described later) capable of starting the internal combustion engine by fastening the first or second connecting / disconnecting means during EV traveling through the first transmission unit with the power of the electric motor. A vehicle drive device 1) control device (for example, an electric control unit 5 in an embodiment described later),
When starting the internal combustion engine with the power of the electric motor during EV traveling, a decrease in the output torque of the electric motor is detected or predicted, and the upper limit output torque of the electric motor engages the first or second connecting / disconnecting means If the total torque obtained by adding the connecting / disconnecting means torque and the required drive torque generated in the above is assumed to be less, the timing for starting the internal combustion engine is corrected to be earlier than the set timing, or The internal combustion engine is shifted to a transmission gear stage capable of starting.

The invention according to claim 7 includes, in addition to the configuration of claim 6,
When correcting the start timing of the internal combustion engine with the power of the electric motor so as to be earlier than a set timing, the first or second connecting / disconnecting means is provided even before reaching the startable rotation speed of the internal combustion engine. It is characterized by fastening.

In addition to the structure of Claim 6, the invention according to Claim 8
When correcting the start timing of the internal combustion engine with the power of the electric motor so as to be earlier than a set timing, the shift gear stage during traveling in the first transmission unit is not changed, and the internal combustion engine is The second switching means is pre-shifted so that the rotational speed is equal to or higher than the startable rotational speed, and then the internal combustion engine is started by fastening the second connecting / disconnecting means.

In addition to the structure of any one of Claims 6-8, the invention which concerns on Claim 9 is
The reduction in the output torque of the electric motor is caused by limiting the upper limit output torque of the electric motor according to the heat generation state of the electric motor.

In addition to the structure of any one of Claims 6-8, the invention which concerns on Claim 10 is
When a decrease in the output torque of the motor is detected or predicted by continuing high load operation, the connecting / disconnecting unit torque and the required drive torque generated when the first or second connecting / disconnecting unit is fastened are added. The internal combustion engine is started so that the combined total torque is not applied to the upper limit output torque of the electric motor.

In addition to the structure of any one of Claims 6-8, the invention which concerns on Claim 11 is
The reduction in the output torque of the electric motor is caused when the required drive torque is larger than a predetermined value.

  According to the first aspect of the present invention, when the internal combustion engine is started with the power of the motor during EV traveling due to a decrease in the output torque of the motor, the upper limit output torque of the motor is generated when the connecting / disconnecting means is engaged. When it is assumed that the total torque obtained by adding the contact means torque and the required drive torque is not reached, the maximum torque of the electric motor can be increased by correcting the timing for starting the internal combustion engine to be earlier than the set timing. It is possible to avoid a situation in which the output torque of the motor becomes insufficient when the necessary connection / disconnection means is completely engaged.

  According to the second aspect of the present invention, the internal combustion engine can be started if the internal combustion engine reaches a startable rotational speed when the connecting / disconnecting means is completely engaged. In addition, by starting to fasten the connecting / disconnecting means and controlling the rotational speed to exceed the startable rotation speed when the connecting / disconnecting means is completely fastened, a situation where the output torque of the electric motor becomes insufficient can be avoided.

  According to the third aspect of the invention, the output torque of the electric motor when starting the internal combustion engine can be secured while protecting the electric motor by performing the start control of the internal combustion engine in consideration of the output limitation due to the heat generated by the electric motor.

  According to the fourth aspect of the present invention, when the high load operation is continued, the output torque of the motor when starting the internal combustion engine can be secured by starting the internal combustion engine in consideration of a decrease in the upper limit output of the motor. .

  According to the fifth aspect of the present invention, when the required drive torque is larger than the predetermined value, the output of the electric motor when starting the internal combustion engine is started by taking the start of the internal combustion engine into consideration when, for example, traveling uphill or at a high vehicle speed. Torque can be secured.

  According to the sixth aspect of the present invention, when the internal combustion engine is started with the power of the electric motor during EV traveling due to a decrease in the output torque of the electric motor, the upper limit output torque of the electric motor is engaged with the first or second connecting / disconnecting means. If the connecting / disconnecting means torque generated in step 1 and the required drive torque are assumed to be less than the total torque, the timing for starting the internal combustion engine is corrected to be earlier than the set timing, or By shifting to a shift gear that can start the internal combustion engine, it is possible to avoid a situation in which the output torque of the motor becomes insufficient when the connection / disconnection means that requires the maximum torque is completely engaged.

  According to the seventh aspect of the present invention, the internal combustion engine can be started if the internal combustion engine reaches the startable rotational speed when the connecting / disconnecting means is completely engaged. In addition, by starting to fasten the connecting / disconnecting means and controlling the rotational speed to exceed the startable rotation speed when the connecting / disconnecting means is completely fastened, a situation where the output torque of the electric motor becomes insufficient can be avoided.

  According to the eighth aspect of the present invention, in the vehicle drive device provided with a so-called twin clutch type transmission, the internal combustion engine is started via the transmission gear stage to which the motor is not attached, thereby exceeding the engine start rotational speed. Can be controlled.

  According to the ninth aspect of the invention, it is possible to secure the output torque of the motor when starting the internal combustion engine while protecting the motor by performing the start control of the internal combustion engine in consideration of the output limitation due to the heat generated by the motor.

  According to the invention of claim 10, when continuing the high load operation, the output torque of the electric motor when starting the internal combustion engine can be secured by starting the internal combustion engine in consideration of a decrease in the upper limit output of the electric motor. .

  According to the eleventh aspect of the invention, when the required drive torque is larger than the predetermined value, the output of the electric motor when starting the internal combustion engine is started by taking the start of the internal combustion engine into consideration when, for example, traveling uphill or at a high vehicle speed. Torque can be secured.

It is the schematic which shows the drive device for vehicles of this invention. It is a graph which shows the relationship between the vehicle speed and driving force in each transmission gear stage of an electric motor. It is a graph which shows the relationship between the clutch torque at the time of engine starting, and a motor torque. It is a schematic diagram explaining the control in the case of starting an engine from the characteristic point A of FIG. It is a schematic diagram explaining the control in the case of starting an engine from the characteristic point B of FIG. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of 3rd speed EV driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of fastening the 1st clutch and engine starting during 3rd speed EV driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of engaging a 2nd clutch and starting an engine during 3rd speed EV driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of 1st speed EV driving | running | working. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of 5th speed engine driving | running | working.

  Hereinafter, an embodiment of a vehicle drive device to which the control device of the present invention can be applied will be described with reference to the drawings. The drawings are viewed in the direction of the reference numerals.

  As shown in FIG. 1, the vehicle drive device 1 is for driving drive wheels DW and DW via drive shafts 9 and 9 of a vehicle (not shown), and is an internal combustion engine (drive source). (Hereinafter referred to as “engine”) 6, an electric motor 7, and a transmission 20 for transmitting power to the drive wheels DW and DW.

  The engine 6 is, for example, a gasoline engine or a diesel engine, and a crankshaft 6 a of the engine 6 is provided with a first clutch 41 and a second clutch 42 of the transmission 20.

  The electric motor 7 is a three-phase brushless DC motor, and has a stator 71 and a rotor 72 disposed so as to face the stator 71, and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. Yes. The rotor 72 is connected to the sun gear 32 of the planetary gear mechanism 30 and is configured to rotate integrally with the sun gear 32 of the planetary gear mechanism 30.

  The planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear 34 that meshes with the sun gear 32 and the ring gear 35. The planetary gear 34 has a carrier 36 that can rotate and revolve, and the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

  The ring gear 35 is provided with a lock mechanism 61 having a synchronization mechanism and configured to stop (lock) rotation of the ring gear 35. Note that a brake mechanism or the like may be used as the lock mechanism 61.

  The transmission 20 is a so-called twin-clutch transmission that includes the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gears described later.

  More specifically, the transmission 20 rotates in parallel with the first main shaft 11, the second main shaft 12, the connecting shaft 13, and the rotation axis A <b> 1 disposed on the same axis (rotation axis A <b> 1) as the crankshaft 6 a of the engine 6. A counter shaft 14 rotatable about the axis B1, a first intermediate shaft 15 rotatable about a rotation axis C1 parallel to the rotation axis A1, and a rotation axis D1 parallel to the rotation axis A1. A second intermediate shaft 16 and a reverse shaft 17 rotatable around a rotation axis E1 disposed in parallel with the rotation axis A1 are provided.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and the sun gear 32 of the planetary gear mechanism 30 and the rotor 72 of the electric motor 7 rotate integrally with the first main shaft 11 on the side opposite to the engine 6 side. It is provided to do. Accordingly, the first main shaft 11 is selectively connected to the crankshaft 6a of the engine 6 by the first clutch 41 and directly connected to the electric motor 7, so that the power of the engine 6 and / or the electric motor 7 is input. It is configured.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side. Further, the second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is provided on the opposite side to the engine 6 side so as to rotate integrally with the second main shaft 12. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42, and the power of the engine 6 is input to the idle drive gear 27a.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is arranged to be rotatable relative to the first main shaft 11 so as to cover the periphery of the first main shaft 11 on the side opposite to the engine 6. Further, a third speed drive gear 23a is provided on the connecting shaft 13 so as to rotate integrally with the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is connected to the opposite side to the engine 6 side. It is provided to rotate integrally with the shaft 13. Therefore, the carrier 36 provided on the connecting shaft 13 and the third-speed drive gear 23a are configured to rotate integrally by the revolution of the planetary gear 34.

  Further, the first main shaft 11 is oddly coupled with the third speed drive gear 23a between the third speed drive gear 23a provided on the connecting shaft 13 and the idle drive gear 27a provided on the second main shaft 12. A seventh-speed drive gear 97a and a fifth-speed drive gear 25a constituting the step transmission unit are provided so as to be rotatable relative to the first main shaft 11 in this order from the third-speed drive gear 23a side. A reverse driven gear 28b that rotates integrally with the first main shaft 11 is provided between the fifth speed drive gear 25a and the idle drive gear 27a.

  Between the third speed drive gear 23a and the seventh speed drive gear 97a, a first odd number that connects or opens the first main shaft 11 and the third speed drive gear 23a or the seventh speed drive gear 97a. A step-shifting shifter 51A is provided, and a second main shaft 11 and a fifth speed drive gear 25a are connected or released between the seventh speed drive gear 97a and the fifth speed drive gear 25a. An odd speed shifter 51B is provided.

  When the first odd speed shifter 51A is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally, and at the seventh speed connection position. When in-gearing, the first main shaft 11 and the seventh-speed drive gear 97a are connected to rotate integrally, and when the first odd-numbered shift shifter 51A is in the neutral position, the first main shaft 11 is driven to the third speed. It rotates relative to the gear 23a and the seventh speed drive gear 97a. When the first main shaft 11 and the third speed drive gear 23a rotate integrally, the carrier 36 connected to the sun gear 32 provided on the first main shaft 11 and the third speed drive gear 23a by the connecting shaft 13 is provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 30 is united.

  When the second odd speed shifter 51B is in-gear, the first main shaft 11 and the fifth speed driving gear 25a are connected to rotate integrally, and when in the neutral position, the first main shaft 11 is driven to the fifth speed. It rotates relative to the gear 25a.

  A first idle driven gear 27 b that meshes with an idle drive gear 27 a provided on the second main shaft 12 is provided on the first intermediate shaft 15 so as to rotate integrally with the first intermediate shaft 15.

  The second intermediate shaft 16 is provided with a second idle driven gear 27 c that meshes with the first idle driven gear 27 b provided on the first intermediate shaft 15 so as to rotate integrally with the second intermediate shaft 16. The second idle driven gear 27c constitutes the first idle gear train 27A together with the idle drive gear 27a and the first idle driven gear 27b described above, and the power of the engine 6 is transmitted from the second main shaft 12 via the first idle gear train 27A. Is transmitted to the second intermediate shaft 16.

  Further, the second intermediate shaft 16 has an even number of stages at positions corresponding to the third speed drive gear 23a, the seventh speed drive gear 97a, and the fifth speed drive gear 25a provided on the first main shaft 11, respectively. A second speed drive gear 22a, a sixth speed drive gear 96a, and a fourth speed drive gear 24a constituting the speed change portion are provided so as to be rotatable relative to the second intermediate shaft 16.

  A first intermediate shaft 16 and the second-speed drive gear 22a or the sixth-speed drive gear 96a are connected or released between the second-speed drive gear 22a and the sixth-speed drive gear 96a. An even speed shifter 52A is provided to connect or release the second intermediate shaft 16 and the fourth speed drive gear 24a between the sixth speed drive gear 96a and the fourth speed drive gear 24a. A second even speed shifter 52B is provided.

  When the first even speed shifter 52A is in-gear at the second speed connection position, the second intermediate shaft 16 and the second speed drive gear 22a are connected and rotated together to form the sixth speed connection position. When in-gearing, the second intermediate shaft 16 and the sixth speed drive gear 96a are connected to rotate integrally, and when the first even-numbered shift gear shifter 52A is in the neutral position, the second intermediate shaft 16 is in the second position. It rotates relative to the speed drive gear 22a and the sixth speed drive gear 96a.

  When the second even-speed shifter 52B is in-gear, the second intermediate shaft 16 and the fourth-speed drive gear 24a are connected to rotate integrally, and when in the neutral position, the second intermediate shaft 16 is in the fourth speed. It rotates relative to the drive gear 24a.

  A first shared driven gear 23b, a second shared driven gear 96b, a third shared driven gear 24b, a parking gear 21, and a final gear 26a are integrated with the counter shaft 14 in order from the side opposite to the engine 6 side. It is provided so as to be rotatable.

  Here, the first shared driven gear 23b meshes with the third speed drive gear 23a provided on the connecting shaft 13 to form the third speed gear 23 together with the third speed drive gear 23a, and the second intermediate gear 23b. The second speed gear 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the shaft 16.

  The second shared driven gear 96b meshes with a seventh speed drive gear 97a provided on the first main shaft 11 to form a seventh speed gear 97 together with the seventh speed drive gear 97a. Is engaged with a sixth speed drive gear 96a to form a sixth speed gear 96 together with the sixth speed drive gear 96a.

  The third shared driven gear 24 b meshes with a fifth speed drive gear 25 a provided on the first main shaft 11 to form a fifth speed gear 25 together with the fifth speed drive gear 25 a, and the second intermediate shaft 16. The fourth speed gear 24 is configured together with the fourth speed drive gear 24a.

  The final gear 26 a meshes with the differential gear mechanism 8, and the differential gear mechanism 8 is connected to the drive wheels DW and DW via the drive shafts 9 and 9. Therefore, the power transmitted to the counter shaft 14 is output from the final gear 26a to the differential gear mechanism 8, the drive shafts 9, 9, and the drive wheels DW, DW.

  The reverse shaft 17 is provided with a third idle driven gear 27 d that meshes with a first idle driven gear 27 b provided on the first intermediate shaft 15 so as to be rotatable integrally with the reverse shaft 17. The third idle driven gear 27d constitutes the second idle gear train 27B together with the idle drive gear 27a and the first idle driven gear 27b described above, and the power of the engine 6 is transmitted from the second main shaft 12 via the second idle gear train 27B. Is transmitted to the reverse shaft 17. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b provided on the first main shaft 11 so as to be rotatable relative to the reverse shaft 17. The reverse drive gear 28a constitutes the reverse gear train 28 together with the reverse driven gear 28b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side.

  When the reverse shifter 53 is in-gear at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

  The first and second odd-numbered shift shifters 51A and 51B, the first and second even-numbered shift shifters 52A and 52B, and the reverse shifter 53 have a synchronization mechanism that matches the rotational speed of the connected shaft and gear. The clutch mechanism is used.

  The transmission 20 configured in this way has a third speed drive gear 23a, a seventh speed drive gear 97a, and a fifth speed drive on the first main shaft 11 which is one of the two speed change shafts. An odd-stage transmission unit comprising a gear 25a is configured, and a second-speed drive gear 22a, a sixth-speed drive gear 96a, and a fourth-speed drive gear are provided on the second intermediate shaft 16, which is the other transmission shaft of the two transmission shafts. An even-numbered transmission unit composed of the drive gear 24a is configured.

  With the above configuration, the vehicle drive device 1 of the present embodiment has the following first to fifth transmission paths.

(1) In the first transmission path, the power of the engine 6 is such that the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b). ), A transmission path that is transmitted to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. Here, the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear 23 is set to be equivalent to the first speed. Through this first transmission path, the first clutch 41 is engaged, the lock mechanism 61 is locked, and the first and second odd speed shifters 51A and 51B are set to neutral so that the first speed traveling is performed. The

(2) In the second transmission path, the power of the engine 6 is such that the second main shaft 12, the first idle gear train 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second intermediate The shaft 16, the second speed gear 22 (second speed drive gear 22a, first shared driven gear 23b) or the fourth speed gear 24 (fourth speed drive gear 24a, third shared driven gear 24b) or second The drive wheels DW and DW are driven via the 6-speed gear 96 (the 6th-speed drive gear 96a and the second shared driven gear 96b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. It is a transmission path transmitted to. Through this second transmission path, the second clutch 42 is engaged, and the second even speed shifter 52A is in-geared at the second speed connecting position so that the second speed travel is performed. The fourth speed travel is performed by in-gearing the shifter 52B, and the sixth speed travel is performed by in-gearing the first even-numbered shift shifter 52A at the sixth speed connection position.

(3) In the third transmission path, the power of the engine 6 is such that the first main shaft 11, the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed gear 25 ( 5th speed drive gear 25a, 3rd common driven gear 24b) or 7th speed gear 97 (7th speed drive gear 97a, 2nd common driven gear 96b), counter shaft 14, final gear 26a, differential gear The transmission path is transmitted to the drive wheels DW and DW via the mechanism 8 and the drive shafts 9 and 9 without passing through the planetary gear mechanism 30. Through this third transmission path, the first clutch 41 is engaged, and the first odd-numbered gear shifter 51A is in-geared at the third-speed connection position, so that the third speed travel is performed, and the second odd-numbered gear shift is performed. The fifth speed travel is performed by in-gearing the shifter 51B, and the seventh speed travel is performed by in-gearing the first odd-numbered speed shifter 51A at the seventh speed connection position.

(4) In the fourth transmission path, the power of the electric motor 7 is such that the planetary gear mechanism 30 or the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed gear 25 is used. (5th speed drive gear 25a, 3rd common driven gear 24b) or 7th speed gear 97 (7th speed drive gear 97a, 2nd common driven gear 96b), counter shaft 14, final gear 26a, differential A transmission path is transmitted to the drive wheels DW and DW via the gear mechanism 8 and the drive shafts 9 and 9. With the first and second clutches 41 and 42 disengaged through the fourth transmission path, the lock mechanism 61 is locked and the first and second odd-speed shift shifters 51A and 51B are made neutral. The first speed EV travel is performed, the lock mechanism 61 is unlocked, and the first odd-numbered speed shifter 51A is in-geared at the third speed connection position, whereby the third speed EV travel is performed, and the lock mechanism 61 is locked. By releasing and in-gearing the second odd speed shifter 51B, the fifth speed EV travel is performed, and the lock mechanism 61 is unlocked and the first odd speed shifter 51A is in-gear at the seventh speed connection position. Then, the seventh speed EV traveling is performed.

(5) In the fifth transmission path, the power of the engine 6 is such that the second main shaft 12, the second idle gear train 27B (the idle drive gear 27a, the first idle driven gear 27b, the third idle driven gear 27d), the reverse shaft 17 , Reverse gear train 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30, connecting shaft 13, third speed gear 23 (third speed drive gear 23a, first common driven gear 23b) ), A transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. Through this fifth transmission path, the second clutch 42 is fastened, the reverse shifter 53 is in-geared at the reverse connection position, and the lock mechanism 61 is locked, so that the reverse travel is performed.

  The electric motor 7 is connected to a battery (BATT) 3 via a power control unit (PDU) 4 that controls the operation thereof, and power supply from the battery 3 and energy regeneration to the battery 3 are performed by the power control unit 4. It is supposed to be done through. That is, the electric motor 7 is driven by the electric power supplied from the battery 3 via the power control unit 4, and performs regenerative power generation by the rotation of the drive wheels DW and DW during the deceleration traveling and the power of the engine 6. Then, the battery 3 is charged. Further, the power control unit 4 is connected to an electric control unit (ECU) 5 which is a control device for performing various controls of the entire vehicle. The electric control unit 5 is a control device for performing various controls of the entire vehicle. The electric control unit 5 includes an acceleration request, a braking request, an engine speed, a motor speed, and first and second main shafts 11 and 12. , The rotation speed of the counter shaft 14, the vehicle speed, the shift position, the SOC, and the like are input. On the other hand, from the electric control unit 5, a signal for controlling the engine 6, a signal for controlling the electric motor 7, a signal indicating the power generation state / charge state / discharge state of the battery 3, the first and second odd-stage shift shifters 51A, 51B, first and second even speed shifters 52A, 52B, a signal for controlling reverse shifter 53, a signal for controlling locking of lock mechanism 61, and the like are output.

  The vehicular drive apparatus 1 configured as described above controls the connection and disconnection of the first and second clutches 41 and 42, and the first and second odd speed shift shifters 51A and 51B, the first and second even speed stages. By controlling the connection positions of the shift shifters 52A and 52B and the reverse shifter 53, the engine 6 can perform the first to seventh speed travels and the reverse travel, and assists the electric motor 7 during the engine travel. During regeneration, the engine 6 can be started by the electric motor 7 and the battery can be charged during idling.

  In the vehicle drive device 1, the first, third, fifth, and seventh speed EV traveling can be performed by the electric motor 7, and the engine 6 can be started by the electric motor 7 during the EV traveling. FIG. 2 is a graph showing the relationship between the output torque of the electric motor 7 and the vehicle speed at each shift gear stage. As shown in FIG. 2, the electric motor 7 has a lower output torque when it exceeds a predetermined vehicle speed, in other words, a predetermined rotational speed of the electric motor due to its characteristics (hereinafter, the torque line shown in FIG. 2 is referred to as an output limit torque). Call it.) The electric control unit 5 selects the first speed EV traveling in the region of low vehicle speed and high driving force, and as the vehicle speed increases and the driving force becomes lower, the higher speed gear stage, that is, the third speed EV traveling → fifth Select EV travel → 7th EV travel. In addition, when it is assumed that the vehicle is out of these areas, the engine 6 is started at a predetermined timing during EV traveling.

  When starting the engine during EV traveling, first, the engine start determination is performed from the AP (accelerator pedal) opening degree, the SOC of the battery 3, and the like. As a result, if it is not necessary to start the engine, EV traveling is continued. If it is necessary to start the engine, the clutch is gradually engaged to increase the engine speed. Then, when the engine speed reaches a predetermined speed, the engine 6 is started by igniting the engine 6, and after starting the engine, the clutch is gradually released to shift from EV travel to engine travel.

  Here, the relationship between the clutch torque and the motor torque when starting the engine will be described with reference to FIG. 3. When the engine 6 is started by the electric motor 7, the crankshaft 6 a stopped by the power of the electric motor 7 is applied. In order to carry it, clutch torque acts on the clutch to be fastened (first clutch 41 in FIG. 7 and second clutch 42 in FIG. 8). Therefore, when the engine is started during EV traveling, the electric motor calculates the total torque obtained by adding the clutch torque to the required drive torque (DRV required torque) to be transmitted to the drive wheels DW and DW so that the passenger is not shocked by clutch engagement. 7 needs to be output. That is, the total torque needs to be equal to or less than the output limit torque.

  Here, an example of the case where the engine 6 is started from the EV traveling and the engine driving is shifted in the vehicle drive device 1 of the present embodiment will be described by taking the third speed EV traveling as an example. FIG. 6 is a diagram illustrating a transmission state of torque of the vehicle drive device 1 during the third speed EV traveling. As described above, in the third speed EV traveling, the lock mechanism 61 is unlocked with the first and second clutches 41 and 42 disconnected, and the first odd-numbered speed shifter 51A is connected to the third speed connection position. As a result, the power of the electric motor 7 is transmitted to the drive wheels DW and DW via the fourth transmission path.

  As a method of starting the engine 6 during the third speed EV traveling, for example, as shown in FIG. 7, the first clutch 41 (hereinafter, simply referred to as a clutch) may be used during the third speed EV traveling. A method of fastening is conceivable.

  In this engine starting method, the motor torque of the electric motor 7 is transmitted as drive torque to the drive wheels DW and DW via the third speed gear 23 and the first clutch 41 is engaged by engaging the first clutch 41. The rotation is transmitted to the crankshaft 6a of the engine 6 via the first clutch 41, the crankshaft 6a of the engine 6 is cranked, and the engine 6 is started.

  Here, it is assumed that the vehicle is traveling at the vehicle speed and torque indicated by the characteristic point A in FIG. 2 during the third speed EV traveling. In the electric control unit 5, a clutch engagement point for starting clutch engagement is set in advance. The clutch engagement point is a point obtained by subtracting a predetermined reserve torque from the output limit torque of the electric motor 7 at each vehicle speed. The electric control unit 5 normally reaches the clutch startable vehicle speed Vc after reaching the clutch engagement point. After that, the clutch is started to be engaged (FIG. 4 (a)). However, when the required drive torque is larger than a predetermined value, for example, when the AP opening is fully open and the vehicle speed increases rapidly, the clutch engagement point is reached and the clutch startable vehicle speed Vc is reached as usual. When the engagement is started, the output limit torque Ltrq of the electric motor 7 may decrease while the clutch is engaged and the engine speed NE is being increased, and the engine 6 may not be started properly (FIG. 4B). In other words, the required torque may exceed the output limit torque Ltrq by the time t (= Tf−T1) until the maximum clutch torque is required after the clutch is engaged.

  Further, even during climbing, when the clutch engagement is started after reaching the clutch engagement point or after reaching the clutch startable vehicle speed Vc, the output limit torque Ltrq of the electric motor 7 is engaged while the clutch is engaged and the engine speed NE is being increased. May occur and the engine 6 cannot be started properly (FIG. 4B).

  Therefore, in the electric control unit 5 of the present embodiment, in consideration of the decrease in the output limit torque Ltrq of the electric motor 7, the increase in the vehicle speed during the time t from the start of clutch engagement to the increase in the engine speed NE is taken into consideration. Even if it is less than the clutch startable vehicle speed Vc, the clutch engagement start timing is corrected so as to be earlier than usual, and the clutch engagement torque is maximized at the engine ignition time Tf at the clutch ignition startable vehicle speed Vc or more and the output limit torque. Control is performed so as to be equal to or less than Ltrq (FIG. 4C). The correction amount of the clutch engagement point is set in advance in a table according to the target drive torque. FIG. 4 (d) shows the normal clutch start timing of FIG. 4 (a) superimposed on FIG. 4 (c).

  Further, assuming that the vehicle is traveling at the vehicle speed and torque indicated by the characteristic point B in FIG. 2 during the third speed EV traveling, the electric control unit 5 normally also has a case where the clutch engagement point is reached. Engagement of the clutch is started (FIG. 5A). However, when the required drive torque is larger than a predetermined value, for example, when the AP opening is fully open and the vehicle speed increases rapidly or during climbing, the clutch engagement is started after reaching the clutch engagement point as usual. When the clutch is engaged and the engine speed NE is raised, the output limit torque Ltrq of the electric motor 7 decreases, and the engine 6 cannot be started properly (FIG. 5B). In other words, the required torque may exceed the output limit torque Ltrq by the time t (= Tf−T3) until the maximum clutch torque is required after the clutch is started.

  Therefore, in the electric control unit 5 of the present embodiment, in consideration of the decrease in the output limit torque Ltrq of the electric motor 7, the increase in the vehicle speed during the time t from the start of clutch engagement to the increase in the engine speed NE is taken into consideration. Then, the clutch engagement start timing is corrected so as to be earlier than the normally set timing, and control is performed so that the clutch engagement torque becomes equal to or less than the output limit torque Ltrq at the engine ignition time Tf (FIG. 5 (c)). )). The correction amount of the clutch engagement point is set in advance in a table according to the target drive torque. FIG. 5 (d) shows the normal clutch start timing of FIG. 5 (a) superimposed on FIG. 5 (c).

  In the above embodiment, the case where the required driving force is large is exemplified, but the output torque is limited by the temperature rise or demagnetization of the electric motor 7 as the case where the clutch torque and the motor torque become less than the output limit torque Ltrq during clutch engagement. By doing so, the case where the clutch torque and the motor torque become less than the output limit torque Ltrq during clutch engagement is also included.

  In the above-described embodiment, the clutch engagement start timing is made earlier than usual so that the clutch is engaged even when the clutch startable vehicle speed Vc is less than the normal vehicle speed Vc. The engine 6 may be started at a higher rotational speed than the clutch startable vehicle speed Vc by changing the power transmission path. FIG. 7 shows an example of a method of starting the engine via the even-numbered speed change gear unlike the engine starting method shown in FIG. 6. The first even-numbered speed shifter 52A is in-geared at the second speed connecting position. It shows the state.

  In the engine starting method shown in FIG. 7, the motor torque of the electric motor 7 is transmitted to the drive wheels DW and DW as the drive torque via the third speed gear 23, and the second clutch 42 is engaged to engage the second clutch 42. The speed gear 22 transmits the second intermediate shaft 16 → the first idle gear train 27A → the second main shaft 12, and the rotation of the second main shaft 12 is transmitted to the crankshaft 6a of the engine 6 via the second clutch 42. . At this time, since the first even shift gear shifter 52A is in-gear at the second speed connection position, when the second clutch 42 is engaged, the rotation of the counter shaft 14 is caused to rotate through the second speed gear 22 and the engine 6. Therefore, the engine 6 is started at a higher rotational speed than the engine starting method shown in FIG. In the engine starting method shown in FIG. 6, even if the vehicle speed is less than the clutch startable vehicle speed Vc, the engine starting rotational speed is set to the clutch starting possible vehicle speed Vc even if the same third speed EV traveling is performed in the engine starting method shown in FIG. This can be done.

  Moreover, in the vehicle drive device 1 according to the present embodiment, instead of starting the engine 6 earlier than usual, it is possible to respond by changing the traveling gear stage during EV traveling. As shown in FIG. 2, when the electric motor 7 is driven at the characteristic point A during the third speed EV travel, the electric motor 7 is shifted by shifting from the third speed EV travel to the first speed EV speed travel. When the electric motor 7 is driven at the characteristic point B during the third speed EV traveling, the speed is changed from the third speed EV traveling to the fifth speed EV speed traveling. The output limit torque of the electric motor 7 can be increased.

  FIG. 9 is a diagram illustrating a transmission state of torque of the vehicle drive device 1 during the first speed EV traveling, and FIG. 10 illustrates a torque transmission state of the vehicle driving device 1 during the fifth speed EV traveling. FIG. The shift from the third speed EV traveling to the first speed EV traveling is performed by returning the first odd-numbered shift shifter 51A from the third speed connecting position to the neutral position and locking the lock mechanism 61, thereby driving the power of the electric motor 7. Is transmitted to the drive wheels DW and DW via the planetary gear mechanism 30 → the third speed gear 23 → the counter shaft 14. Further, in the shift from the third speed EV travel to the fifth speed EV travel, the first odd speed shift shifter 51A is returned from the third speed connection position to the neutral position and the second odd speed shift shifter 51B is in-gear. Thus, the power of the electric motor 7 is transmitted to the drive wheels DW and DW via the fifth speed gear 25 → the counter shaft 14.

  As described above, according to the present embodiment, when the engine 6 is started with the power of the electric motor 7 during EV traveling, the output torque limit of the electric motor 7 and the clutch torque generated when the clutch is engaged are requested. When it is assumed that the total torque obtained by adding the drive torque is not reached, the timing for starting the engine 6 with the power of the electric motor 7 is corrected to be earlier than the set timing, or the engine 6 By shifting to a shift gear that can be started, it is possible to avoid a situation where the output of the electric motor 7 becomes insufficient when the clutch that requires the maximum torque is completely engaged.

  In addition, according to the present embodiment, the engine 6 can be started if the engine 6 can be started when the clutch is completely engaged. Is controlled so that the engine speed exceeds the startable rotation speed when the clutch is completely engaged, so that a situation where the output torque of the electric motor 7 becomes insufficient can be avoided.

  Further, according to the present embodiment, the engine 6 is started via the transmission gear stage to which the electric motor 7 is not attached without changing the transmission gear stage to which the electric motor 7 is attached during EV traveling. It can be controlled to exceed the engine start speed.

  In addition, according to the present embodiment, the output of the electric motor 7 when starting the engine 6 while protecting the electric motor 7 by performing the start control of the engine 6 in consideration of the output restriction due to the heat generated by the electric motor 7. Torque can be secured. Further, when a decrease in the output torque of the electric motor 7 is detected or predicted by continuing high load operation, or when the required drive torque is greater than a predetermined value, for example, the engine 6 is considered when traveling uphill or at high vehicle speed. Thus, the output torque of the electric motor 7 when starting the engine 6 can be secured.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
For example, in the present embodiment, the electric motor 7 is connected to the odd-numbered transmission unit, but may be connected to the even-numbered transmission unit.
Furthermore, in the present embodiment, a twin clutch type transmission is used. However, the present invention is not limited to this, and it is sufficient to provide at least one clutch that connects and disconnects the engine 6 and the motor 7.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 6 Engine (internal combustion engine)
7 Electric motor (electric motor)
41 1st clutch (1st connection / disconnection means)
42 Second clutch (second connecting / disconnecting means)
61 Lock mechanism (first switching means)
51A First odd speed shifter (first switching means)
51B Second odd speed shifter (first switching means)
52A 1st even speed shifter (second switching means)
52B Second even speed shifter (second switching means)
22a 2nd speed drive gear 23a 3rd speed drive gear 24a 4th speed drive gear 25a 5th speed drive gear 96a 6th speed drive gear 97a 7th speed drive gear

Claims (11)

An internal combustion engine;
An electric motor,
Connecting / disconnecting means capable of connecting / disconnecting power transmission between the internal combustion engine and the electric motor,
A control device for a vehicle drive device capable of starting the internal combustion engine by fastening the connecting / disconnecting means during EV traveling with the power of the electric motor,
When starting the internal combustion engine with the power of the electric motor during EV traveling, a decrease in the output torque of the electric motor is detected or predicted, and the upper limit output torque of the electric motor is connected when the connecting / disconnecting means is engaged. A vehicle drive characterized by correcting the start timing of the internal combustion engine to be earlier than a set timing when it is assumed that the total torque obtained by adding the means torque and the required drive torque is not reached. Control device for the device.   2. The control device for a vehicle drive device according to claim 1, wherein the connecting / disconnecting means is fastened before reaching the startable rotational speed of the internal combustion engine.   3. The vehicle drive device control device according to claim 1, wherein a decrease in the output torque of the electric motor is caused by limiting an upper limit output torque of the electric motor in accordance with a heat generation state of the electric motor.   When a decrease in the output torque of the motor is detected or predicted by continuing high load operation, the total torque obtained by adding the connection / disconnection means torque generated when the connection / disconnection means is engaged and the required drive torque is obtained. 3. The control device for a vehicle drive device according to claim 1, wherein the internal combustion engine is started so as not to be subjected to an upper limit output torque of the electric motor.   3. The control device for a vehicle drive device according to claim 1, wherein the output torque of the electric motor is reduced when the required drive torque is larger than a predetermined value. 4. An internal combustion engine;
An electric motor,
A first transmission unit connected to the internal combustion engine via a first connecting / disconnecting unit and capable of selecting a plurality of gears by the first switching unit;
A second transmission unit connected to the internal combustion engine via a second connecting / disconnecting unit and capable of selecting a plurality of gears by the second switching unit,
At least one power of the internal combustion engine and the electric motor is input to the first transmission unit,
Power of the internal combustion engine is input to the second transmission unit,
A control device for a vehicle drive device capable of starting the internal combustion engine by fastening the first or second connecting / disconnecting means during EV traveling with the power of the electric motor through the first transmission unit,
When starting the internal combustion engine with the power of the electric motor during EV traveling, a decrease in the output torque of the electric motor is detected or predicted, and the upper limit output torque of the electric motor engages the first or second connecting / disconnecting means If the total torque obtained by adding the connecting / disconnecting means torque and the required drive torque generated in the above is assumed to be less, the timing for starting the internal combustion engine is corrected to be earlier than the set timing, or A control device for a vehicle drive device, wherein the speed is changed to a transmission gear stage capable of starting the internal combustion engine.   When correcting the start timing of the internal combustion engine with the power of the electric motor so as to be earlier than a set timing, the first or second connecting / disconnecting means is provided even before reaching the startable rotation speed of the internal combustion engine. The control device for a vehicle drive device according to claim 6, wherein the control device is fastened.   When correcting the start timing of the internal combustion engine with the power of the electric motor so as to be earlier than a set timing, the shift gear stage during traveling in the first transmission unit is not changed, and the internal combustion engine is The internal combustion engine is started by fastening the second connecting / disconnecting means after pre-shifting the second switching means so that the rotational speed becomes equal to or higher than the startable rotational speed. A control device for a vehicle drive device.   The vehicle drive according to any one of claims 6 to 8, wherein a decrease in the output torque of the electric motor is caused by limiting an upper limit output torque of the electric motor according to a heat generation state of the electric motor. Control device for the device.   When a decrease in the output torque of the motor is detected or predicted by continuing high load operation, the connecting / disconnecting unit torque and the required drive torque generated when the first or second connecting / disconnecting unit is fastened are added. The control device for a vehicle drive device according to any one of claims 6 to 8, wherein the internal combustion engine is started so that a combined total torque is not applied to an upper limit output torque of the electric motor. The control device for a vehicle drive device according to any one of claims 6 to 8, wherein a decrease in output torque of the electric motor is caused when a required drive torque is greater than a predetermined value.

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