JP2013100060A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a PTO device of a parallel type hybrid vehicle equipped with a dual clutch type transmission and the PTO device to selectively use an engine torque and motor torque.SOLUTION: A hybrid vehicle control device includes an engine 1, a dual clutch type transmission 2 in which a first gear mechanism 21A is connected to the engine 1 via a first clutch 3A and a second gear mechanism 22A is connected to the engine via a second clutch 3B, and a motor 4 equipped at an outer periphery of an input shaft 22 of the second gear mechanism. A PTO device 10 is connected to the first gear mechanism 21A. When an actuation request to the PTO device 10 is detected, a control means engages a first counter shaft 23 of the first gear mechanism 21A with a second counter shaft 24 of the second gear mechanism 22A by a first engagement mechanism 28 provided at a transmission 2.

Description

  The present invention relates to a control device for a hybrid vehicle including a dual clutch type automatic transmission and a power take-off device (PTO).

  2. Description of the Related Art In recent years, parallel hybrid vehicles that can arbitrarily transmit driving force of an engine (internal combustion engine) and a motor (motor generator) to driving wheels have been put into practical use. In this type of hybrid vehicle, the input shaft of the transmission is connected to the output shaft of the engine via a clutch, a motor is provided on the outer periphery of the input shaft of the transmission, and a differential device is connected to the output shaft of the transmission. In some cases, the left and right drive wheels are connected to form a power train.

  Further, a so-called dual clutch transmission as described in Patent Document 1, for example, may be applied to such a hybrid vehicle transmission. The dual clutch transmission described in Patent Document 1 includes a first gear mechanism that forms a plurality of shift stages between a first input shaft and an output shaft, and between the second input shaft and the output shaft. A second gear mechanism that constitutes a plurality of shift stages is provided, and the driving force from the engine can be transmitted to the first input shaft via the first clutch, while the second input shaft is also provided via the second clutch. It can be transmitted. In the case of this technique, the first input shaft and the second input shaft are arranged in an inner and outer double, and the motor is mounted on the outer input shaft (outer shaft) of the transmission that can be equipped with the motor. Yes.

  Also, in vehicles equipped with work devices such as cleaning vehicles, concrete pump vehicles, tank truck vehicles, etc., PTO (Power take) is designed to extract power from the transmission and transmit it to the work device for operation of the work device. -off) It is known to have a device. The so-called parallel hybrid vehicle that can transmit the driving force of the engine and the driving force of the electric motor to the driving wheels of the vehicle may be equipped with this PTO device.

  For example, Patent Document 2 includes a PTO device capable of transmitting power extracted from a transmission to a working device in a hybrid vehicle capable of transmitting driving force from an engine and an electric motor to the driving wheels of the vehicle via the transmission. Things are listed.

JP 2011-126318 A JP 2007-261491 A

  The advantage of installing a PTO device in a hybrid vehicle is that it uses a motor instead of the engine to extract power in a quiet and exhaustless state, or the motor torque assists the engine torque to reduce noise and exhaust. In addition, it is possible to take out power by reducing fuel consumption.

  Incidentally, for example, as shown in FIG. 7, it is conceivable to mount the PTO device 10 in a parallel hybrid vehicle to which the so-called dual clutch transmission as described above is applied. As shown in FIG. 7, the transmission 2 includes a first gear mechanism 21A connected to the engine 1 via the first clutch 3A, a second gear mechanism 22A connected to the engine 1 via the second clutch 3B, It is composed. The output torque of the transmission 2 is transmitted to the propeller shaft 5 and transmitted to the drive wheels 7 via the differential 6.

Therefore, even in such a structure, it is desired that the PTO device 10 can be operated in various modes by selectively using the torque of the engine 1 and the torque of the motor 4.
At this time, the connection and disconnection of the clutches 3A and 3B and the switching of the gear mechanisms in the first and second gear mechanisms 21A and 22A are performed with simpler control to realize the operation of the PTO device 10 in various modes. I want.

  The present invention has been devised in view of such a problem, and in a hybrid vehicle equipped with a dual clutch transmission and a PTO device, various kinds of engine torque and motor torque can be selectively used with simple control. It is an object of the present invention to provide a control device for a hybrid vehicle that can operate a PTO device in various modes.

  In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention includes an engine, a motor that operates as an electric motor or a generator, and a dual clutch transmission that transmits driving torque of the engine and the motor to driving wheels. The transmission includes a first input shaft that is connected to the engine via a first clutch, and a gear that is disposed in parallel to the first input shaft. A first counter shaft connected to the first input shaft, and an output shaft arranged in parallel with the first counter shaft and connected to the first counter shaft via a gear pair. A first gear mechanism that outputs driving torque input to the shaft to the output shaft, a second input shaft that is connected to the engine via the second clutch and directly connected to the motor; A second counter shaft arranged parallel to the second input shaft and connected to the second input shaft via a gear pair; and a second counter shaft arranged parallel to the second counter shaft and connected to the second counter shaft. And a second gear mechanism that outputs the driving torque input to the second input shaft to the output shaft, and the first counter shaft and the second counter shaft; A first engagement mechanism that can be switched to an engaged state that engages or a disengaged state that disengages, and a PTO device connected to either the first gear mechanism or the second gear mechanism PTO operation requesting means for requesting the PTO apparatus to operate, and control means for controlling the first engagement mechanism to the engaged state when an operation request to the PTO apparatus by the PTO operation requesting means is detected It is characterized by having .

  The second engagement mechanism that can be switched to the disengaged state in which the engagement between the first counter shaft and the output shaft is released, and the engagement between the second counter shaft and the output shaft are released. A third engagement mechanism that can be switched to a non-engaged state, and the control means detects the second engagement mechanism or the above-mentioned when the operation request to the PTO device by the PTO operation request means is detected. It is preferable to stop the output of the drive torque to the drive wheel by disengaging the third engagement mechanism.

  The control means controls one of the first clutch and the second clutch to a connected state and the other to a disconnected state when an operation request to the PTO device by the PTO operation request means is detected. Is preferred.

  In addition, a charge amount detection unit that detects a charge amount of a battery that is a power supply source to the motor, and any one of a plurality of PTO drive modes based on the battery charge amount detected by the charge amount detection unit. And PTO drive mode selection means for selecting one PTO drive mode.

  In this case, the PTO drive mode selection means transmits the drive torque of the motor to the second gear mechanism when the battery charge amount detected by the charge amount detection means is in a high level region equal to or greater than a first threshold value. Then, it is preferable to select a motor single drive mode in which the PTO device is driven only by the drive torque of the motor.

  When the battery charge amount detected by the charge amount detection unit is in a middle level region that is greater than or equal to a second threshold value and less than the first threshold value, the PTO drive mode selection unit causes the engine driving torque to be applied to the first gear mechanism. It is also preferable to select an engine / motor driving mode in which the driving torque of the motor is transmitted to the second gear mechanism and the PTO device is driven by the driving torque of the engine and the motor.

  The engine driving torque of the engine is applied to the first gear mechanism when the battery charge amount detected by the charge amount detection unit is in a low level region that is greater than or equal to a third threshold value and less than a second threshold value. It is also preferable to select an engine single drive mode in which the PTO device is driven only by the engine drive torque.

  The PTO drive mode selection means transmits the engine drive torque to the first gear mechanism when the battery charge amount detected by the charge amount detection means is in an extremely low level region less than a third threshold. Power generation drive for driving the PTO device and charging the battery with electric power generated by operating the motor as a generator and operating the motor as a generator with the driving torque of the engine via the second gear mechanism It is also preferable to select a mode.

  When the PTO drive mode selected by the PTO drive mode selection means is a mode that does not use the engine output torque, the engine output torque is set to 0, and the PTO selected by the PTO drive mode selection means When the drive mode is a mode in which the output torque of the motor is not used, it is preferable to provide a torque control means for setting the output torque of the motor to zero.

  According to the hybrid vehicle control device of the present invention, the first engagement mechanism is controlled to be engaged when the operation request to the PTO device by the PTO operation request means is detected. The first counter shaft and the second counter shaft engage with each other, thereby enabling torque transmission between the first gear mechanism and the second gear mechanism, and the input shaft (second input shaft) of the second gear mechanism. Torque transmission between the motor connected to the first gear mechanism and the first gear mechanism is also possible. Therefore, it becomes possible to always operate the PTO device using the driving torque of the motor, connect either the first clutch or the second clutch as appropriate, and use either or both of the engine and the motor. Thus, the PTO device can be operated with simple control.

  A second engagement mechanism between the first counter shaft and the output shaft or a third engagement mechanism between the second counter shaft and the output shaft when an operation request to the PTO device by the PTO operation request means is detected By stopping the output of the drive torque to the drive wheels in the non-engaged state, the PTO device can be operated without hindering the stop of the vehicle.

  When an operation request to the PTO device is detected, by controlling one of the first clutch and the second clutch to the connected state and the other to the disconnected state, the first clutch and the second clutch can be switched without connection / disconnection. The PTO device can be operated in various modes by effectively using the engagement mechanism.

  Further, based on the battery charge amount, for example, any one PTO drive mode is selected from a plurality of PTO drive modes such as a motor single drive mode, an engine / motor drive mode, an engine single drive mode, and a power generation drive mode. By doing so, the PTO device can be operated while managing the battery.

  For example, if the battery charge amount is in a high level region that is equal to or higher than the first threshold, the motor single drive mode is selected, and the PTO device is operated only by the motor torque without using the engine. The PTO device can be operated in the absence.

  Also, when the battery charge is in the middle level range from the second threshold value to the first threshold value, the engine / motor drive mode is selected, and the PTO device is operated with both the motor and engine torque. It is possible to operate the PTO device while reducing fuel consumption and reducing fuel consumption.

  When the battery charge amount is in a low level region not less than the third threshold value and less than the second threshold value, the engine single drive mode is selected, and the PTO device is operated only by the engine torque, thereby protecting the battery while protecting the battery. Can be activated.

  When the battery charge amount is in an extremely low level region less than the third threshold value, the power generation drive mode is selected, and the battery is charged by operating the PTO device and the motor as a generator with the engine torque. The battery charge is restored, the motor can be used, and the PTO device can be operated while protecting the battery.

1 is a skeleton diagram showing a transmission of a drive system of a parallel hybrid vehicle according to an embodiment of the present invention. It is a schematic block diagram which shows the drive system of the parallel type hybrid vehicle concerning one Embodiment of this invention, and its control apparatus, and has shown the case where the motor independent drive mode is selected. 1 is a schematic configuration diagram showing a drive system and a control device for a parallel hybrid vehicle according to an embodiment of the present invention, and shows a case where an engine / motor drive mode is selected. FIG. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram showing a drive system and a control device for a parallel hybrid vehicle according to an embodiment of the present invention, showing a case where an engine single drive mode is selected. It is a schematic block diagram which shows the drive system of the parallel type hybrid vehicle concerning one Embodiment of this invention, and its control apparatus, and has shown the case where the electric power generation drive mode is selected. It is a flowchart explaining the control by the parallel type hybrid vehicle and its control apparatus concerning one Embodiment of this invention. It is a schematic block diagram of the drive system of the parallel type hybrid vehicle explaining the subject of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIGS. 1-6 is a figure which shows the drive system of the parallel type hybrid vehicle concerning one Embodiment of this invention, and its control apparatus, It demonstrates based on these figures. Here, the description will be made assuming that the input side of the transmission 2 on the left side in the drawing is the front (reference F) and the output side of the transmission 2 on the right side in the drawing is the rear (reference R).

  As shown in the schematic configuration diagram of FIG. 2, the drive system of the parallel hybrid vehicle according to the present embodiment includes a transmission 2, a first gear mechanism 21 </ b> A that is connected to the engine 1 via a first clutch 3 </ b> A, and an engine. 1 and a second gear mechanism 22A connected via the second clutch 3B. The output torque of the transmission 2 is transmitted to the propeller shaft 5 and transmitted to the drive wheels 7 via the differential 6.

  When the PTO device 10 is mounted on such a dual clutch transmission 2, the motor 4 includes an input shaft (first input shaft) 21 of the first gear mechanism 21A and an input shaft (first shaft) of the second gear mechanism 22A. 2 input shafts) 22 and any one of the outer circumferences. When the first input shaft 21 and the second input shaft 22 are disposed coaxially, for example, the first input shaft 21 can be disposed on the inner shaft and the second input shaft 22 can be disposed on the outer shaft. In this case, the motor 4 is mounted on the outer periphery of the second input shaft 22 that is the outer shaft.

  FIG. 1 is a skeleton diagram showing the configuration of the dual clutch transmission 2 in more detail. As shown in FIG. 1, an engine 1, which is a driving power source, is connected to the transmission 2 via a clutch unit 3. In the clutch unit 3, a first clutch 3A that is an inner clutch and a second clutch 3B that is an outer clutch on the outer side thereof are arranged coaxially with each other. The output shaft 1a of the engine 1 is connected to the input side of each clutch 3A, 3B, the first input shaft 21 of the transmission 2 as the inner shaft is connected to the output side of the first clutch 3A, and the second A second input shaft 22 of the transmission 2 that is an outer shaft is connected to the output side of the clutch 3B. The first input shaft 21 and the second input shaft 22 are also arranged coaxially. And the rotor (rotor) 4a of the motor (motor generator) 4 is couple | bonded with the outer periphery of the 2nd input shaft 22 which is an outer shaft. The stator (stator) 4b of the motor 4 is fixed to the casing side of the transmission 2.

  In order to configure the first gear mechanism 21A and the second gear mechanism 22A, the first counter shaft 23 and the second counter shaft 24 are arranged in parallel with the first input shaft 21 and the second input shaft 22 as described above. The first input shaft 21 and the first counter shaft 23 are connected by gear pairs 26i and 26j, and the second input shaft 22 and the second counter shaft 24 are connected by gear pairs 26a and 26b. The gear pairs 26i and 26j are used to achieve the sixth gear.

  In particular, the first input shaft 21 that is an inner shaft protrudes to the rear of the transmission 2 more than the second input shaft 22 that is an outer shaft, and a gear 26j is fixed to the exposed portion. A gear 26a is fixed to the rear side of the second input shaft 22 that is the outer shaft. In addition, the first counter shaft 23 is an outer shaft, the second counter shaft 24 is an inner shaft, and the second counter shaft 24 that is an inner shaft is closer to the transmission 2 than the first counter shaft 23 that is an outer shaft. It protrudes forward and rearward and is exposed, and a gear 26b is fixed to the front exposed portion. A gear 26i is fixed to the front side of the first counter shaft 23 that is the outer shaft.

  In addition, an output shaft 25 is disposed coaxially with the first input shaft 21 and the second input shaft 22, between the first counter shaft 23 and the output shaft 25, and between the second counter shaft 24 and the output shaft 25. In between, a gear pair of each gear stage is interposed.

  Between the first counter shaft 23 and the output shaft 25, gear pairs 26e, 26f for achieving the third gear are interposed. Further, in order to achieve the fourth speed stage, a gear comprising a gear 26g coaxial with the first and second counter shafts 23 and 24 and capable of being connected to and disconnected from the second counter shaft 24 and a gear 26h fixed to the output shaft 25. Pairs 26g and 26h are provided. Further, between the second counter shaft 24 and the output shaft 25, gear pairs 26c and 26d for achieving the first speed stage and the second speed stage are interposed, and a gear pair 26g for achieving the fourth speed stage. 26h, and in order to achieve the reverse gear (R), a gear pair 26k, 26m is interposed via a gear 26l.

  Further, a second power connection / disconnection mechanism (second engagement mechanism) is provided between the first input shaft 21 and the output shaft 25 and between the gear 26f of the first counter shaft 23 and the output shaft 25. A synchronizer (shown in the figure as a sleeve thereof, hereinafter simply referred to as “synchronizer 2”) 27 is interposed.

A first power connection / disconnection mechanism (first engagement mechanism) is provided between the first counter shaft 23 and the second counter shaft 24 and between the second counter shaft 24 and the gear 26f of the output shaft 25. As a synchronizer (a sleeve is shown in the figure, hereinafter, also simply referred to as a synchronizer 1) 28 is interposed.
The first gear mechanism 21A and the second gear mechanism 22A are configured by a combination of these shafts and gears.

  A third power connection / disconnection mechanism (third engagement mechanism) is provided between the gear 26d for the first and second gears and the output shaft 25, and between the gear 26m for the reverse gear and the output shaft 25. ) 29 (shown as a sleeve in the figure, hereinafter simply referred to as “synchronizer 3”) 29 is interposed.

  As shown in FIG. 1, in order to achieve the first gear (indicated by “1” in FIG. 1), the synchro 2 is neutral, and the synchro 1 is forward (the first counter shaft 23 and the second counter). The coupling with the shaft 24) and the synchro 3 are set backward (coupling between the gear 26d and the output shaft 25). When the driving torque of the engine 1 is used, the first clutch 3A is connected and the second clutch 3B is disconnected.

  To achieve the second gear (indicated by “2” in FIG. 1), the synchro 2 is neutral, the synchro 1 is neutral, and the synchro 3 is rearward (coupling between the gear 26d and the output shaft 25). Set. When the driving torque of the engine 1 is used, the first clutch 3A is disengaged and the second clutch 3B is engaged.

  To achieve the third speed (indicated by “3” in FIG. 1), the synchro 2 is moved backward (the coupling between the gear 26f and the output shaft 25), the synchro 1 is set neutral, and the synchro 3 is set neutral. Set. When the driving torque of the engine 1 is used, the first clutch 3A is connected and the second clutch 3B is disconnected.

  To achieve the fourth speed (indicated by “4” in FIG. 1), the synchro 2 is neutral, the synchro 1 is rearward (combining the second counter shaft 24 and the gear 26g), and the synchro 3 is neutral. Set each. When the driving torque of the engine 1 is used, the first clutch 3A is disengaged and the second clutch 3B is engaged.

  In order to achieve the fifth speed (indicated by “5” in FIG. 1), the synchro 2 is moved forward (coupling between the first input shaft 21 and the output shaft 25, direct connection), the synchro 1 is neutral, and the synchro 3 Set each to neutral. When the driving torque of the engine 1 is used, the first clutch 3A is connected and the second clutch 3B is disconnected.

  To achieve the sixth speed (indicated by “6” in FIG. 1), the synchro 2 is moved forward (combination of the first input shaft 21 and the output shaft 25), and the synchro 1 is moved forward (the first counter shaft). 23 and the second counter shaft 24), and the synchro 3 is set to neutral. When the driving torque of the engine 1 is used, the first clutch 3A is disengaged and the second clutch 3B is engaged.

  To achieve the reverse gear (indicated by “R” in FIG. 1), the synchro 2 is set to neutral, the synchro 1 is set to neutral, and the synchro 3 is set forward (coupling between the gear 26m and the output shaft 25). To do. When the driving torque of the engine 1 is used, the first clutch 3A is disengaged and the second clutch 3B is engaged.

A gear 26n is meshed with the gear 26l applied to the reverse gear of the transmission 2, and the PTO device 10 is connected to the rotation shaft of the gear 26n.
As shown in FIG. 2, a vehicle ECU (vehicle electronic control unit, control means) 100 is provided to control the entire vehicle. The vehicle ECU 100 is a computer including a memory (ROM, RAM), a CPU, and the like. The vehicle ECU 100 controls the engine 1, the clutch unit 3, the transmission 2, and the motor 4, respectively, when the PTO is activated.

For this purpose, from a signal from a PTO switch (PTOSW) 101 that commands the operation of the PTO, and from a SOC detector (charge amount detection means) 102 that detects a charge amount (SOC) of a battery (not shown) connected to the motor 4. Is input to the vehicle ECU 100.
The engine 1 is controlled through an engine ECU for controlling the engine, the motor 4 is controlled through an inverter ECU for controlling the inverter of the motor 4, and the transmission 2 is controlled through a transmission ECU for controlling the transmission. , Each may be performed.

  Moreover, as the SOC detection unit 102, a battery ECU for controlling the battery can be applied. The battery ECU monitors the current and voltage during charging / discharging of the battery, and can calculate the SOC from the monitoring information.

  When the PTO switch 101 is input, the vehicle ECU 100 holds one of the first clutch 3A and the second clutch 3B in a connected state and holds the other in a disconnected state. The torque output to the 7 side is cut off, and the PTO device 10 is operated. In the present embodiment, the second clutch 3B, the synchronizer (second engagement mechanism) 27, and the synchronizer (third engagement mechanism) 29 are set to the disconnected state [neutral (N) state], and the first clutch 3A and the synchronizer (first Engagement mechanism) 28 is in a connected state [front (F) state]. A motor single drive mode in which only the drive torque of the motor 4 is used in the PTO device 10, an engine / motor drive mode in which the drive torque of both the engine 1 and the motor 4 is used in the PTO device 10, and only the engine drive torque. The engine single drive mode in which the motor 4 is used in the PTO device 10 and the power generation drive mode in which the motor 4 is driven as a generator while using the engine drive torque alone in the PTO device 10 are selectively implemented.

In the motor single drive mode, as shown in FIG. 2, the output torque is generated only in the motor 4 and the engine 1 is brought into a state where the output torque is zero.
In the engine / motor drive mode, output torque is generated in both the engine 1 and the motor 4 as shown in FIG.
In the engine single drive mode, as shown in FIG. 4, the output torque is generated only in the engine 1 and the motor 4 is set to the output torque 0 state.
In the power generation drive mode, as shown in FIG. 5, the torque of the engine 1 is increased, the PTO device 10 is operated with the torque of the engine 1, and the motor 4 is operated as a generator with the torque of the engine 1 to charge the battery. To do.

In particular, vehicle ECU 100 selects one of these connection modes based on the SOC information from SOC detection unit 102, and performs the following control.
First, when the SOC is in a high level region equal to or higher than the first threshold SOC1, the motor single use mode is selected, and the PTO device is operated only by the torque of the motor 4.
When the SOC is less than the first threshold SOC1 but in the middle level region equal to or higher than the second threshold SOC2 that is lower than the first threshold SOC1, the motor / engine dual mode is selected, and the PTO is determined by both the motor 4 and the engine 1 torque. The device 10 is activated.

When the SOC is lower than the second threshold SOC2 but in a low level region equal to or higher than the third threshold SOC3 lower than the second threshold SOC2, the engine single use mode is selected and the PTO device 10 is operated only by the torque of the engine 1. .
Further, when the SOC is in an extremely low level region less than the third threshold SOC3, the power generation combined mode is selected, the torque of the engine 1 is increased, the PTO device 10 is operated with the torque of the engine 1, and the torque of the engine 1 is increased. Then, the battery is charged by operating the motor 4 as a generator.

Since the hybrid vehicle control apparatus according to one embodiment of the present invention is configured as described above, the control is performed as shown in the flowchart of FIG. 6, for example.
That is, the vehicle ECU 100 determines whether there is a PTO operation request from the on / off information of the PTO switch 101 (step S10).

  If there is a PTO operation request, it is determined whether or not the SOC is in a high level region equal to or higher than the first threshold value SOC1 (step S20). If the SOC is in the high level region, the motor single drive mode is selected, and the PTO device 10 is operated only with the drive torque of the motor 4 (step S30). Thereby, the PTO apparatus 10 can be operated in a quiet state without exhaust.

  If the SOC is not in the high level region, it is determined whether or not the SOC is in the middle level region not less than the second threshold SOC2 and less than the first threshold SOC1 (step S40). If the SOC is in the middle level region, the motor / engine drive mode is selected, and the PTO device 10 is operated with both drive torques of the motor 4 and the engine 1 (step S50). Thereby, the PTO device 10 can be operated while quietly reducing exhaust gas and reducing fuel consumption.

  If the SOC is neither in the high level region nor in the middle level region, it is determined whether the SOC is in a low level region not lower than the third threshold value SOC3 and lower than the second threshold value SOC2 (step S60). If the SOC is in the low level region, the engine single drive mode is selected, and the PTO device 10 is operated only with the drive torque of the engine 1 (step S70). Thereby, the PTO device 10 can be operated while protecting the battery.

  If the SOC is not in the high level region, the intermediate level region, or the low level region, the SOC is in an extremely low level region less than the third threshold value SOC3. Therefore, the power generation drive mode is selected and the driving torque of the engine 1 is selected. Then, the PTO device 10 is operated and the motor 4 is operated as a generator to charge the battery (step S80). As a result, the battery charge amount is recovered, the motor 4 can be used, and the PTO device 10 can be operated while protecting the battery.

  When an operation request to the PTO device is detected, regardless of the selected PTO drive mode, one of the first clutch 3A and the second clutch 3B is controlled in the connected state and the other is held in the disconnected state. Even when the PTO drive mode is changed according to the state of charge, the PTO drive mode can be quickly and smoothly switched without switching the step connection of the first clutch 3A and the second clutch 3B. The influence on the operation of the PTO device 10 is also suppressed.

  In the above embodiment, the PTO device 10 is connected to the gear 26l of the second countershaft 24 that is the inner shaft, but the first counter that is the outer shaft as shown by a two-dot chain line in FIG. A configuration in which the PTO device 10 'is connected to the gear of the shaft 23 (for example, gears 26e and 26g) is also possible.

However, for example, when the PTO device 10 ′ is connected to the gear 26 e, the first counter shaft 23 is shaken by the reaction force from the PTO device 10 ′, and the first counter shaft 23 and the second counter shaft inside the first counter shaft 23. The lubricating film between the counter shafts 23 and 24 may not be retained, and the sliding between the counter shafts 23 and 24 may cause seizure or wear of the sliding surfaces of the counter shafts 23 and 24.
That is, both end portions of the second counter shaft 24 that is the inner shaft protrude from both ends of the first counter shaft 23 that is the outer shaft, and the total length of the first counter shaft 23 and the second counter shaft 24 is increased. If it tries to suppress, the axial length of the first counter shaft 23 is inevitably limited.

However, if the axial length of the first counter shaft 23 is short, a large deformation is applied to the first counter shaft 23 due to the reaction force from the PTO device 10 ′, causing shaft shake in the first counter shaft 23, and the first counter shaft 23. There is a possibility that the lubricating film between the second counter shaft 24 and the second counter shaft 24 inside thereof is not retained.
In this respect, in this apparatus, when the PTO apparatus is used, the synchronizer 28 (synchronizer 1) is always connected, so that the second counter shaft 24 that is the outer shaft and the first counter shaft 23 that is the inner shaft rotate relative to each other. And the risk of such damage can be avoided.

[Others]
Although the embodiment of the present invention has been described above, the present invention is not limited to the embodiment, and can be implemented by appropriately changing the embodiment without departing from the gist of the present invention. Is.

  For example, the vehicle ECU 100 has been described with respect to the example in which when the PTO switch 101 is input, the second clutch 3B is disengaged and the first clutch 3A is engaged, but the second clutch 3B is engaged and the first clutch 3B is engaged. The clutch 3A may be in a disconnected state. In this case, the synchronizer 29 may be shut off, and the synchronizer 28 may be connected or shut off.

  In the above embodiment, a dual clutch type transmission having six forward speeds is illustrated, but the number of shift stages is not limited to this at the time of writing, and the configuration of the transmission is also illustrated in FIG. Not exclusively.

1 engine (internal combustion engine)
2 Dual clutch transmission 3 Clutch unit 3A First clutch 3B Second clutch 4 Motor (motor generator)
DESCRIPTION OF SYMBOLS 5 Propeller shaft 6 Differential 7 Drive wheel 10 PTO apparatus 21A 1st gear mechanism 21 1st input shaft 22A 2nd gear mechanism 22 2nd input shaft 23 1st counter shaft 24 2nd counter shaft 25 Output shaft 26a-26n Gears 27 to 29 Synchronizer as a power connection / disconnection mechanism (engagement mechanism) 100 Vehicle ECU (control means)
101 PTO switch (PTOSW)
102 SOC detection part (charge amount detection means)

Claims (8)

A hybrid vehicle control device comprising: an engine; a motor that operates as an electric motor or a generator; and a dual clutch transmission that transmits the engine and driving torque of the motor to driving wheels,
The transmission is
A first input shaft connected to the engine via a first clutch; a first counter shaft arranged in parallel to the first input shaft and connected to the first input shaft via a gear pair; A first gear mechanism that is arranged in parallel with one countershaft and that is connected to the first countershaft via a pair of gears, and that outputs drive torque input to the first input shaft to the output shaft When,
A second input shaft connected to the engine via a second clutch and directly connected to the motor, and arranged parallel to the second input shaft and connected to the second input shaft via a gear pair. A second counter shaft; and the output shaft connected in parallel to the second counter shaft via a pair of gears, the driving torque input to the second input shaft being A second gear mechanism that outputs to the output shaft,
A first engagement mechanism that can be switched between an engaged state in which the first counter shaft and the second counter shaft are engaged or a disengaged state in which the engagement is released;
A PTO device connected to one of the first gear mechanism and the second gear mechanism;
PTO operation request means for requesting the PTO device to operate;
Control means for controlling the first engagement mechanism to the engagement state when an operation request to the PTO device by the PTO operation request means is detected. Control device. A second engagement mechanism capable of switching to a disengaged state in which the engagement between the first counter shaft and the output shaft is released; and a non-engagement in which the engagement between the second counter shaft and the output shaft is released. A third engagement mechanism switchable to a combined state,
When the operation request to the PTO device by the PTO operation request unit is detected, the control unit disengages the second engagement mechanism or the third engagement mechanism and drives the drive wheel. 2. The control apparatus for a hybrid vehicle according to claim 1, wherein torque output is stopped. The control means controls one of the first clutch and the second clutch to a connected state and the other to a disconnected state when an operation request to the PTO device by the PTO operation request means is detected. The hybrid vehicle control device according to claim 1, wherein the control device is a hybrid vehicle control device. A charge amount detecting means for detecting a charge amount of a battery serving as a power supply source to the motor;
PTO drive mode selection means for selecting any one PTO drive mode from among a plurality of PTO drive modes based on the battery charge amount detected by the charge amount detection means,
The PTO drive mode selection means transmits the drive torque of the motor to the second gear mechanism when the battery charge amount detected by the charge amount detection means is in a high level region equal to or greater than a first threshold value. The control apparatus for a hybrid vehicle according to any one of claims 1 to 3, wherein a motor single drive mode for driving the PTO device only with the drive torque of the motor is selected. A charge amount detecting means for detecting a charge amount of a battery serving as a power supply source to the motor;
PTO drive mode selection means for selecting any one PTO drive mode from among a plurality of PTO drive modes based on the battery charge amount detected by the charge amount detection means,
When the battery charge amount detected by the charge amount detection unit is in a middle level region that is greater than or equal to a second threshold value and less than the first threshold value, the PTO drive mode selection unit causes the first gear mechanism to drive the engine torque. And a driving torque of the motor is transmitted to the second gear mechanism, and an engine / motor driving mode for driving the PTO device with the driving torque of the engine and the motor is selected. The control apparatus of the hybrid vehicle of any one of Claims 1-4. A charge amount detecting means for detecting a charge amount of a battery serving as a power supply source to the motor;
PTO drive mode selection means for selecting any one PTO drive mode from among a plurality of PTO drive modes based on the battery charge amount detected by the charge amount detection means,
The engine driving torque of the engine is applied to the first gear mechanism when the battery charge amount detected by the charge amount detection unit is in a low level region that is greater than or equal to a third threshold value and less than a second threshold value. The hybrid vehicle control device according to any one of claims 1 to 5, wherein an engine single drive mode for driving the PTO device only by the drive torque of the engine is selected. A charge amount detecting means for detecting a charge amount of a battery serving as a power supply source to the motor;
PTO drive mode selection means for selecting any one PTO drive mode from among a plurality of PTO drive modes based on the battery charge amount detected by the charge amount detection means,
The PTO drive mode selection means transmits the engine drive torque to the first gear mechanism when the battery charge amount detected by the charge amount detection means is in an extremely low level region less than a third threshold. Power generation drive for driving the PTO device and charging the battery with electric power generated by operating the motor as a generator and operating the motor as a generator with the driving torque of the engine via the second gear mechanism The hybrid vehicle control device according to claim 1, wherein a mode is selected. When the PTO drive mode selected by the PTO drive mode selection means is a mode that does not use the engine output torque, the engine output torque is set to 0, and the PTO selected by the PTO drive mode selection means 8. The motor according to claim 4, further comprising torque control means for setting the output torque of the motor to 0 when the drive mode is a mode in which the output torque of the motor is not used. The hybrid vehicle control device described.

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