JP2013112073A - Control apparatus for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To speedily start operating a PTO (Power Take-Off) device without placing a burden on a mechanism of a transmission.SOLUTION: A control apparatus is provided for a hybrid vehicle that includes: a dual clutch type transmission 2; an engine 1 which is connected to a first input shaft of a first gear mechanism 21A via a first main clutch 3A and connected to a second input shaft of a second gear mechanism 22A via a second main clutch 3B; a motor 4 which is mounted on the second input shaft; a PTO device 10 which is connected to the second gear mechanism 22A via a PTO clutch 11; a first counter shaft of the first gear mechanism connected with the first input shaft; and a second counter shaft of the second gear mechanism connected with the second input shaft, wherein an output clutch and a clutch capable of connecting the first and second counter shafts are provided in the transmission 2. The control apparatus for the hybrid vehicle includes a control means 100. When it is instructed to connect the PTO clutch, the control means 100 cut off the first and second main clutches and the output clutch, then instructs the motor to be stopped such that a number of revolutions becomes zero, and connects the PTO clutch 11 when a second counter shaft number of revolutions becomes zero.

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 gear positions is provided. The first gear mechanism is capable of transmitting engine power and motor power, and the second gear mechanism is capable of transmitting engine power. 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 coupled to the outer input shaft (outer input shaft).

  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 discloses an engine, a transmission, a drive motor that is connected between the engine and the transmission, supplies power to the transmission together with the engine alone, and generates electric power by driving the engine, and the engine. An input clutch for connecting / disconnecting power, a PTO device (power take-off) for extracting power from the transmission, and a hydraulic pump (working device, load device) driven via the PTO device, A hybrid vehicle with a power take-off having a control unit is described.

  In particular, in this technique, in the standby mode of the hydraulic pump, the control unit places the input clutch in a connected state, drives the engine, and causes the drive motor to generate power. Thereby, since members such as a transmission and a PTO device are not interposed between the engine and the motor, the motor can generate power with high efficiency and increase the battery charge amount in a short time. Engine fuel efficiency is also improved. In the working mode of the hydraulic pump, the input clutch is disengaged, the motor is driven, and power is supplied from the motor to the hydraulic pump.

JP 2011-126318 A JP 2010-221946 A

  Incidentally, for example, as shown in FIG. 5, it is conceivable that the PTO device 10 is mounted on a parallel hybrid vehicle to which the so-called dual clutch transmission as described above is applied. As shown in FIG. 5, 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.

  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.

In order to configure the first and second gear mechanisms 21A and 22A, a counter shaft that supports the gears constituting the gear pair and the gears of the first and second gear mechanisms 21A and 22A is required. The first input shaft 21 that is an inner shaft protrudes and is exposed to the output side (right side in FIG. 5) than the second input shaft 22 that is an outer shaft, so that the first input shaft 21 that is an inner shaft is exposed. The first counter shaft that supports the meshing gear with the gear is arranged on the output side as the outer shaft, and the second counter shaft that supports the meshing gear of the second input shaft 22 that is the outer shaft is the inner shaft from the first counter shaft. Are also exposed on the input side (left side in FIG. 5).
In this case, the PTO device 10 is preferably connected to the first counter shaft or the second counter shaft via the PTO clutch 11 in view of the arrangement configuration of the device.

  When the PTO device 10 is operated, the PTO clutch 11 is coupled when the driver instructs the operation of the PTO through a PTO switch or the like. When this PTO clutch 11 is engaged, in order to prevent gear ringing and damage to the gear, a connection portion with the PTO device 10 on the transmission side (in the case of the configuration shown in FIG. 5, a first counter to which the input side of the PTO clutch 11 is connected) In order to prevent the shaft from rotating, the clutch (in the case of the configuration shown in FIG. 5, the first clutch 3A and the second clutch 3B) are once disconnected and the motor 4 is instructed to become zero. Then, after the rotation of the connection portion with the PTO device 10 on the transmission side stops, the PTO clutch 11 is connected and the clutch (first clutch 3A in the case of the configuration shown in FIG. 5) is connected again.

  However, when such a PTO device is operated, there is a strong demand from the market to shorten the time required for starting and releasing the operation so that the work can be performed more efficiently. In other words, as described above, when the clutch is once disengaged and waiting for the transmission side to stop rotating, it takes time until the transmission side rotation naturally stops, and until that time, the operation of the PTO device starts. Takes time.

  As a technique for stopping the rotation on the transmission side more quickly, it is conceivable to use a so-called counter brake that stops the rotation by gearing the transmission. Since it is necessary to engage the gear, the counter brake must be used when the vehicle is stopped. Therefore, it is necessary to wait for a complete stop of the vehicle, and it takes time until the operation of the PTO device starts. Further, if the counter brake is frequently used, it is not preferable in terms of the durability of the mechanism because the gear synchronizing mechanism of the transmission is burdened.

  The present invention was devised in view of such a problem, and provides a control device for a hybrid vehicle that can shorten the time until the start of operation of the PTO device without imposing a burden on the mechanism of the transmission. The purpose is to provide.

  A control device for a first hybrid vehicle of the present invention includes a dual clutch transmission having first and second gear mechanisms, and a first input shaft of the first gear mechanism via a first main clutch. An engine connected to the second input shaft of the two-gear mechanism via a second main clutch, a motor installed on the outer periphery of the second input shaft and operating as an electric motor or a generator, and the motor via a PTO clutch A PTO device connected to a second gear mechanism; a first counter shaft of the first gear mechanism coupled to the first input shaft; and a second of the second gear mechanism coupled to the second input shaft. 2 is a control device for a parallel type hybrid vehicle, wherein the transmission is provided with an output clutch that cuts off the output to the drive wheel side, and the first counter shaft and the Second A counter shaft clutch capable of being connected to an union shaft, and when the PTO device is operated, the engine, the motor, the first and second main clutches, the transmission, the PTO clutch, the output clutch, Control means for controlling the countershaft clutch, and when the PTO clutch connection instruction is made, the control means shuts off the first main clutch, the second main clutch and the output clutch, and then The motor is instructed to stop so that the rotational speed of the motor becomes zero, and when the rotational speed of the second counter shaft becomes zero, the PTO clutch is connected.

  A control apparatus for a second hybrid vehicle according to the present invention includes a dual clutch transmission having first and second gear mechanisms, and a first input shaft of the first gear mechanism via a first main clutch. An engine connected to the second input shaft of the two-gear mechanism via a second main clutch, a motor installed on the outer periphery of the second input shaft and operating as an electric motor or a generator, and the motor via a PTO clutch A PTO device connected to the first gear mechanism; a first counter shaft of the first gear mechanism coupled to the first input shaft; and a second of the second gear mechanism coupled to the second input shaft. 2 is a control device for a parallel type hybrid vehicle, wherein the transmission is provided with an output clutch that cuts off the output to the drive wheel side, and the first counter shaft and the Second A counter shaft clutch capable of being connected to an union shaft, and when the PTO device is operated, the engine, the motor, the first and second main clutches, the transmission, the PTO clutch, the output clutch, Control means for controlling the countershaft clutch, wherein the control means shuts off the first main clutch, the second main clutch, and the output clutch when instructed to connect the PTO clutch; After the clutch is connected, the motor is instructed to stop so that the rotational speed of the motor becomes zero, and when the rotational speeds of the first counter shaft and the second counter shaft become zero, The PTO clutch is connected.

  The control means preferably performs counter brake control when the rotation speed of the motor does not fall within a predetermined rotation speed within a predetermined time after the stop instruction to the motor is issued.

  In this case, as the predetermined rotational speed for determining the reduction state of the motor rotational speed, a first predetermined rotational speed and a second predetermined rotational speed lower than the first predetermined rotational speed are provided, and If the rotation speed of the motor does not fall within the first predetermined rotation speed within a first predetermined time after the stop instruction is issued, counter brake control is performed, and the stop instruction to the motor is issued. Even if the rotational speed of the motor falls within the first predetermined rotational speed within the first predetermined time after that, the rotational speed of the motor within the second predetermined time from this time If the motor speed does not decrease within the second predetermined rotation speed, the control according to the motor rotation speed decrease state may be performed in two stages of performing the counter brake control. Of course, if the rotation speed of the motor falls within the second predetermined rotation speed within the second predetermined time, the rotation speed of the first counter shaft or the second counter shaft becomes zero. The PTO clutch is connected.

  In this case, a third predetermined rotational speed higher than the first predetermined rotational speed is provided as the predetermined rotational speed for determining the reduction state of the motor rotational speed, and the stop instruction to the motor is given. The rotation speed of the motor falls within the first predetermined rotation speed within the first predetermined time, and the rotation speed of the motor is within the second predetermined time from this point in time. If the rotation speed becomes larger than the third predetermined rotation speed without decreasing within the predetermined rotation speed of 2, the motor rotation in the two stages is performed from this time, similarly to the time after the stop instruction. You may make it perform control according to the fall state of a number.

  According to the control apparatus for the first hybrid vehicle of the present invention, when the instruction to connect the PTO clutch is made, the first main clutch, the second main clutch, and the output clutch are disconnected, and then the rotational speed of the motor is zero. Since the motor is instructed to stop, the rotation speed of the second counter shaft connected to the second input shaft equipped with the motor quickly becomes zero while the motor quickly decelerates the rotation speed to zero. The PTO clutch can be connected to the second counter shaft, and the time until the PTO clutch is connected can be shortened. Further, the transmission mechanism is not burdened.

  According to the control apparatus for a second hybrid vehicle of the present invention, when the connection instruction of the PTO clutch is given, the first main clutch, the second main clutch and the output clutch are disconnected, and the counter shaft clutch is connected. Since the motor is instructed to stop so that the number of rotations of the motor becomes zero, the second counter shaft connected to the second input shaft equipped with the motor while the motor quickly decelerates the number of rotations to zero. The rotational speed and the rotational speed of the first countershaft connected to the second countershaft by the countershaft clutch quickly become zero, and the PTO clutch can be connected to the first countershaft. It is possible to shorten the time until connection. Further, the transmission mechanism is not burdened.

  Further, since the counter shaft clutch is connected when the PTO clutch is connected, when operating the PTO device, the first counter shaft coupled to the output shaft of the first main clutch, Since the second counter shaft connected to the output shaft of the main clutch is connected, the torque of the motor can always be supplied to the PTO device, and the PTO device is operated while using the engine and the motor as appropriate. be able to.

  If the motor speed does not fall within the specified time within the specified time after the motor is instructed to stop, if counter brake control is performed, it will take some time for the motor speed to decrease due to some problem. In such a case, the counter brake control can quickly reduce the rotation speed of the first counter shaft and the second counter shaft to zero, thereby suppressing the time until the PTO clutch is connected.

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. FIG. 1 is a skeleton diagram showing a drive train transmission of a parallel hybrid vehicle according to an embodiment of the present invention, and a diagram showing a state of synchronization according to setting of each gear stage. It is a flowchart explaining the control by the control apparatus of the parallel type hybrid vehicle concerning one Embodiment of this invention. It is a flowchart explaining the control by the control apparatus of the parallel type hybrid vehicle concerning the modification of 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.
Embodiment
1 to 3 are diagrams showing a drive system of a parallel hybrid vehicle and a control apparatus therefor according to an embodiment of the present invention, which will be described based on these drawings. 1 and 2 (a), the input side of the transmission 2 on the left side in FIG. 1 and FIG. 2 (a) is referred to as the front (reference F), and the output side of the transmission 2 on the right side in FIG. To do.
Moreover, the PTO device 10 according to the present embodiment supplies the extracted power as a driving force to a working device installed in a cleaning vehicle, a concrete pump vehicle, a tank truck, or the like. Applicable.

〔Constitution〕
The drive system of the parallel hybrid vehicle according to the present embodiment is configured as shown in the schematic configuration diagram of FIG. 1, and the transmission 2 includes an engine 1 and a first main clutch (hereinafter referred to as a first clutch or simply a clutch). The first gear mechanism (first power transmission mechanism) 21A connected via 3A and the second gear connected via the engine 1 and the second main clutch (hereinafter referred to as the second clutch or simply clutch) 3B. And a mechanism (first power transmission mechanism) 22A. 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. 2A is a skeleton diagram showing the configuration of the dual clutch transmission 2 in more detail. As shown in FIG. 2A, the transmission 1 is connected to the engine 1, which is a driving power source, 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 clutch 3.

  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. The first counter shaft 23 is an outer shaft, and the second counter shaft 24 is an inner shaft. The second counter shaft 24 that is an inner shaft protrudes forward and rearward of the transmission 2 from the first counter shaft 23 that is an outer shaft, and a gear 26b is fixed to the front exposed portion.

  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 speed 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, there are a gear pair 26c, 26d for achieving the first gear and the second gear, and a gear pair 26g, 26h for achieving the fourth gear. Furthermore, in order to achieve the reverse stage (R), a gear pair 26k, 26m is interposed via a gear 26l.

  Further, at the input side end of the output shaft 25, there is a transmission 2 on the outer periphery between a gear 26 j fixed to the first input shaft 21 and a gear 26 f rotatably supported on the output shaft 25. A synchronizer 27 (shown as a sleeve in the figure, hereinafter simply referred to as “synchronizer 1”) 27 is interposed as an output clutch that cuts off the output to the drive wheel 7 side. When the synchro 27 is moved from the neutral position shown in FIG. 2A to the input side (arrow F side), the first input shaft 21 and the output shaft 25 are directly connected, and the synchro 27 is moved from the neutral position to the output side (arrow When moving to the R side), the output shaft 25 and the gear 26f are connected, and the first counter shaft 23 and the output shaft 25 are connected via the gear pair 26e and 26f.

  Further, at the output end of the output shaft 25, there is a transmission on the outer periphery between a gear 26d rotatably supported on the output shaft 25 and a gear 26m rotatably supported on the output shaft 25. A synchronizer (shown as a sleeve in the figure, hereinafter, also simply referred to as a synchronizer 3) 29 is provided as an output clutch for cutting off the output from 2 to the drive wheel 7 side. When the synchro 29 is moved from the neutral position shown in FIG. 2A to the input side (arrow F side), the output shaft 25 and the gear 26m are connected to each other through the gear sets 26k, 26l, and 26m. When the counter shaft 24 and the output shaft 25 are connected and the synchro 29 is moved from the neutral position to the output side (arrow R side), the output shaft 25 and the gear 26d are connected to each other through the gear pairs 26c and 26d. 2 The counter shaft 24 and the output shaft 25 are connected. As described above, when the synchros 27 and 29 are both set to the neutral position, the output from the transmission 2 to the drive wheel 7 can be cut off. From this point, the synchros 27 and 29 are also called output clutches.

  Further, between the output-side end portion of the first counter shaft 23 rotatably supported on the outer periphery of the second counter shaft 24 and the gear 26g rotatably supported on the outer periphery of the second counter shaft 24. On the outer periphery of the second countershaft 24, a synchronizer as a countershaft clutch capable of connecting the first gear mechanism 21A and the second gear mechanism 22B (the sleeve is shown in the figure, hereinafter simply referred to as the synchro 2). ) 28 is interposed. When this synchro 28 is moved from the neutral position shown in FIG. 2A to the input side (arrow F side), the first counter shaft 23 and the second counter shaft 24 are connected, and from the neutral position to the output side (arrow R). If it moves to the side), the gear 26g and the second counter shaft 24 are connected. In this way, when the synchro 28 is moved to the input side (arrow F side), the first counter shaft 23 and the second counter shaft 24 are connected, and the first gear mechanism 21A and the second gear mechanism 22B are connected. Therefore, the synchro 28 is also called a counter shaft clutch.

The first gear mechanism 21A and the second gear mechanism 22A are configured by a combination of these shafts and gears.
Hereinafter, the setting of each gear position will be described.

  As shown in FIG. 2B, in order to achieve the first gear (indicated by “1” in FIG. 2), the synchro 1 is set to neutral (N), and the synchro 2 is set to forward (F) (first). The coupling between the counter shaft 23 and the second counter shaft 24) and the synchro 3 are set to the rear (R) (the 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 speed (indicated by “2” in FIG. 2), the synchro 1 is set to the neutral position (N), the synchro 2 is set to the neutral position (N), and the synchro 3 is set to the rear (R) (the gear 26d and The coupling with the output shaft 25) is set respectively. 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. 2), the synchro 1 is set to the rear (R) (the coupling between the gear 26f and the output shaft 25), the synchro 2 is set to the neutral (N), and the synchro 1 is set. 3 is set to neutral (N). 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. 2), the synchro 1 is set to neutral (N), and the synchro 2 is set to rear (R) (coupling between the second counter shaft 24 and the gear 26g). , Synchro 3 is set to neutral (N). 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 fifth gear (indicated by “5” in FIG. 2), the synchro 1 is moved forward (F) (the first input shaft 21 and the output shaft 25 are connected or directly connected), and the synchro 2 is set neutral ( N) and synchro 3 are set to neutral (N), respectively. 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. 2), the synchro 1 is forward (F) (combining the first input shaft 21 and the output shaft 25), and the synchro 2 is forward (F). (The coupling of the first counter shaft 23 and the second counter shaft 24), the synchro 3 is set to neutral (N). 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. 2), sync 1 is neutral (N), sync 2 is neutral (N), sync 3 is forward (F) (gear 26m and output) The connection with the shaft 25) is set respectively. 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 engaged with the gear 26l applied to the reverse gear of the transmission 2, and the PTO device 10 is connected to the rotating shaft of the gear 26n via the PTO clutch 11.

  Further, as shown in FIG. 1, a vehicle ECU (vehicle electronic control unit, control means) 100 is provided to control the entire vehicle. The vehicle ECU 100 is a computer that includes a memory (ROM, RAM), a CPU, and the like, and includes a timer. 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, an ON / OFF signal from the PTO switch (PTOSW) 101 that commands the operation of the PTO and a detection from the motor rotation speed sensor 102 as a motor rotation speed detection means for detecting the rotation speed (rotation speed) Nm of the motor 4 are detected. Signal, a detection signal from a rotation speed sensor 103 as a first counter shaft rotation speed detection means for detecting the rotation speed (rotation speed) Ncs1 of the first counter shaft 23, and a rotation speed (rotation speed) of the second counter shaft 24. ) A detection signal from a rotation speed sensor 104 as second counter shaft rotation speed detection means for detecting Ncs2 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.

  When the PTO switch 101 is turned on and the PTO clutch 11 is instructed to connect, the vehicle ECU 100 sets the first clutch 3A, the second clutch 3B, and the synchros 27 and 29 as output clutches to the power cut-off state, and the counter shaft The synchro 28 serving as a clutch for use is brought into a connected state. In this case, the power cut-off state of the synchros 27 and 29 means that the synchros 27 and 29 are both in the neutral position (N).

  In the present embodiment, the “process for connecting the synchro 28 as the counter shaft clutch” is not essential as a condition for connecting the PTO clutch 11, but the first counter shaft 23 that is the outer shaft and the first counter shaft. By connecting the second counter shaft 24, which is an inner shaft built in the shaft 23, it is possible to avoid problems such as the progress of wear due to the sliding of the counter shafts 23, 24 caused by the difference in rotational speed between them. Here, both counter shafts 23 and 24 are connected.

  When the synchro 28 is connected, the first counter shaft 23 and the second counter shaft 24 rotate together, so that even if the gear position of the first gear mechanism 21A is used, the gear stage of the second gear mechanism 22A is used. In other words, the output torque of the motor 4 can be taken out to the PTO device 10 using any of the first to sixth gears and the reverse gear.

  Note that when the vehicle speed V is a slow speed equal to or less than a constant vehicle speed V1 (for example, 10 km / h) when the PTO switch 101 is turned on and a connection instruction for the PTO clutch 11 is issued, the vehicle ECU 100 When the connection instruction is validated and the vehicle speed V is higher than the constant vehicle speed V1, the connection instruction of the PTO clutch 11 is invalidated so that the control by the present control device does not affect the traveling.

  The vehicle ECU 100 monitors the rotational speeds of the motor 4, the first counter shaft 23, and the second counter shaft 24 and completes the connection of the clutches 3 A and 3 B and the clutches (synchros) 27 and 29. The motor 4 is instructed to stop so that the number of rotations becomes zero. Then, while further monitoring the rotational speeds of the motor 4 and the second counter shaft 24, when both the rotational speed Nm of the motor 4 and the rotational speed Ncs2 of the second counter shaft 24 become zero, the PTO clutch 11 is connected. .

  However, in the present embodiment, the vehicle ECU 100 performs the counter brake control when the motor rotation speed Nm does not fall within the predetermined rotation speed within a predetermined time after the stop instruction to the motor 4 is issued. I have to.

  In the case of the present embodiment, as the predetermined rotational speed for determining the reduction state of the motor rotational speed Nm, a first predetermined rotational speed Nm1 and a second lower than the first predetermined rotational speed (deceleration state determining rotational speed) Nm1. A predetermined rotation speed (stop determination rotation speed) Nm2 is provided, and the motor rotation speed Nm does not fall within the first predetermined rotation speed Nm1 within the first predetermined time T1 after the stop instruction to the motor 4 is given. Even if the motor speed Nm falls within the first predetermined speed Nm1 within the first predetermined time T1 after the counter brake control is performed and the motor is instructed to stop, If the motor rotation speed Nm does not decrease within the second predetermined rotation speed Nm2 within the second predetermined time T2 from the time point, the reduced state of the motor rotation speed Nm is set in two stages of performing counter brake control. Judgment and PTO And performs control to connect the latch 11.

  The counter brake control is to stop the rotation of the transmission (here, the rotation of the second counter shaft 24 to which the PTO clutch 11 is connected) by gearing the transmission 2 after the vehicle stops. When the vehicle stops, the second counter shaft 24 and the output shaft 25 are connected by moving the synchro 29 from the neutral position to the input side (arrow F side) or the output side (arrow R side). Counter brakes can be implemented. When the PTO clutch 11 is connected to the first counter shaft 23, the first counter shaft is moved by moving the synchro 27 from the neutral position to the input side (arrow F side) or the output side (arrow R side). 23 and the output shaft 25 can be connected to implement a counter brake.

[Action, Effect]
Since the hybrid vehicle control device according to one embodiment of the present invention is configured as described above, control before connection of the PTO clutch 11 is performed, for example, as shown in the flowchart of FIG. This flow is repeated at a predetermined control cycle until the end of control.
That is, when there is a PTO operation request, the vehicle ECU 100 starts the process shown in the flowchart of FIG. 3 and first determines whether or not the flag F is 0 in step S10. The flag F is set to 0 at the start of control, and is set to 1 when a stop instruction (motor 0 rotation instruction) is subsequently given to the motor 4, and then set to 2 when the rotation speed of the motor 4 decreases smoothly.

  At the beginning of the control, the flag F is 0, and the process proceeds to step S20 to instruct each clutch to be disconnected. That is, the power cut command is issued to the first clutch 3A, the second clutch 3B, and the synchros 27 and 29 as the output clutch. In this case, the power cutoff command for the synchros 27 and 29 is a command for setting the synchros 27 and 29 to the neutral position (N). Note that the motor rotation speed Nm at the beginning of the control is assumed to be about 600 rpm.

  In the next step S30, it is determined whether the engagement / disengagement of each clutch is completed. That is, it is determined whether connection / disconnection of the clutches 3A, 3B and the clutches (synchros) 27, 29 is completed while monitoring the rotational speeds of the motor 4 and the second counter shaft 24. Here, after several control cycles, the engagement / disengagement of each clutch is completed, the process proceeds to step S40, the motor 4 is instructed to stop (motor 0 rotation instruction), the process proceeds to step S50, and the timer is set. In step S60, the flag F is set to 1.

  After the timer is set, the timer value T is counted from 0, and the process proceeds to step S80 to determine whether the timer value T is within the first predetermined time T1, and as long as the timer value T does not exceed the first predetermined time T1. In step S90, it is determined whether the rotational speed Nm of the motor 4 is within the first predetermined rotational speed Nm1, and if the motor rotational speed Nm is not within the first predetermined rotational speed Nm1, the process returns to perform the next cycle.

The first predetermined rotation speed Nm1 is a rotation speed for determining whether the deceleration process of the motor 4 is smooth, and is set to about 200 rpm, for example.
If the motor 4 goes smoothly to stop, while the timer value T does not exceed the first predetermined time T1, the motor rotation speed Nm is within the first predetermined rotation speed Nm1, the process proceeds to the next step S100, and the timer is set. Set, proceed to step S110, set the flag F to 2.

  Also in this case, after the timer is set, the timer value T is counted from 0, the process proceeds to step S120, it is determined whether the timer value T is within the second predetermined time T2, and the timer value T reaches the second predetermined time T2. If not, the process proceeds to step S130, where it is determined whether the rotational speed Nm of the motor 4 is within the second predetermined rotational speed Nm2, and if the motor rotational speed Nm is not within the second predetermined rotational speed Nm2, the process returns. Perform processing.

The second predetermined rotation speed Nm2 is a rotation speed at which the motor 4 is determined to have entered the stop region, and is set to, for example, about 100 rpm.
If the motor 4 goes smoothly to stop, while the timer value T does not exceed the second predetermined time T2, the motor rotation speed Nm falls within the second predetermined rotation speed Nm2, and the motor 4 enters the stop region. The rotational speed Ncs2 of the second countershaft 24 is also zero, and the process proceeds to step S140, the flag F is set to 0, this control is terminated, and the PTO clutch 11 is connected.

  On the other hand, if the motor 4 does not go smoothly to stop, the motor rotation speed Nm may not decrease to within the first predetermined rotation speed Nm1 until the timer value T exceeds the first predetermined time T1, and the timer value T Even if the motor rotational speed Nm decreases to within the first predetermined rotational speed Nm1 before the first predetermined time T1 is exceeded, the motor value until the reset timer value T exceeds the second predetermined time T2 thereafter. The rotation speed Nm may not decrease to within the second predetermined rotation speed Nm2.

  In such a case, it is determined that some trouble (failure) has occurred in the motor 4 or the like, and the process proceeds from Step S80 via the No route to Step S150, or from Step S120 via the No route to Step S150. The counterbrake which advances and waits for a stop of a vehicle and gears the transmission 4 is implemented.

  Therefore, according to this control apparatus, when the connection instruction of the PTO clutch 11 is made, the first clutch 3A, the second clutch 3B, and the synchros 27 and 29 as the output clutch are all in the power cut-off state, and then the motor 4 Since the motor 4 is instructed to stop so that the rotational speed Nm becomes zero, the motor 4 is quickly connected to the second input shaft 22 equipped with the motor 4 while decelerating to the rotational speed zero (stop). Since the rotation speed of the second counter shaft 24 is quickly reduced to zero, the PTO clutch 11 can be quickly connected to the second counter shaft 24, and until the PTO clutch 11b is connected. Time can be shortened.

  In addition, when the rotational speed Nm of the motor 4 does not decrease within the predetermined rotational speed within a predetermined time after the stop instruction to the motor 4 is performed, the counter brake control is performed. When it takes time to decrease the rotational speed, the rotational speed of the second counter shaft 24 quickly becomes zero by the counter brake control, and the time until the PTO clutch 11 is connected can be suppressed.

In particular, if the vehicle speed V is a slow speed equal to or less than a constant vehicle speed V1 (for example, 10 km / h), the connection instruction for the PTO clutch 11 is valid, so this control is performed before the vehicle is stopped. At substantially the same time as the stop, the PTO clutch 11 can be connected, and the time until the PTO clutch 11 is connected can be substantially shortened.
Further, no burden is imposed on the mechanism of the transmission 42.

[Modification 1]
Although not considered in the control of the above embodiment, when the clutches 3A and 3B are instructed to be disconnected, the clutches 3A and 3B may not be completely disconnected and may be in a so-called drag state. In this case, since the rotational torque of the engine 1 is applied to the motor 4 directly via the clutch 3B or indirectly via the clutch 3A or the like (so-called drag torque), the rotational speed of the motor 4 approaches zero. During the control, the motor 4 exhibits a torque (negative torque) against the engine torque, and the rotational speed approaches zero.

  However, since the torque that can be exerted by the motor 4 decreases as the motor rotation speed approaches zero, if the output torque of the engine 1 is large, the negative torque that the motor 4 exerts becomes the positive torque (trailing torque) of the engine 1. In some cases, the number of rotations of the motor 4 once decreased may increase again. For example, at this time, the output shaft 25 of the transmission 2 is in a neutral state where the output shaft 25 is disconnected from the drive wheel 7, so that a large part of the output torque of the engine 1 that increases when the driver steps on the accelerator pedal. Counteracts the torque of the motor 4, so that the rotational speed of the motor 4 may increase again.

  On the other hand, if the PTO device 10 is to be used, the vehicle is in a decelerating situation, so the driver's accelerator pedal depression is not continued, and the increase in the output torque of the engine 1 is considered to be temporary. It is done. Therefore, in such a case, the output torque of the engine 1 will eventually decrease, and even if there is a drag torque, the motor 4 is considered to approach zero speed while resisting the engine torque. Rather than selecting a counter brake that is performed after waiting for the vehicle to stop, waiting for the rotational speed of the motor 4 to approach zero substantially reduces the time until the PTO clutch 11 is connected. Can do. Further, as described above, when a failure of the motor 4 is expected, the counter brake can only be selected. However, in this case, since the motor 4 is not a failure, the synchro 27, 29 and the like accompanying the counter brake In view of reducing the load, it is preferable to wait for the rotation speed of the motor 4 to approach zero from the viewpoint of not selecting the counter brake as much as possible.

  In this case, a third predetermined rotational speed Nm3 (for example, about 250 rpm) higher than the first predetermined rotational speed Nm1 is provided as the predetermined rotational speed for determining the decrease state of the motor rotational speed Nm. When the motor rotational speed Nm falls within the first predetermined rotational speed Nm1 within the first predetermined time T1, and the motor rotational speed is within the second predetermined time T2 from this point. When the number Nm does not decrease within the second predetermined rotation speed Nm2 and becomes larger than the third predetermined rotation speed Nm3, from this point on, in the same manner as after the point when the stop instruction is given, two steps are performed. Control may be performed in accordance with the reduced state of the motor rotation speed.

FIG. 4 is a flowchart for explaining the processing in this case. As shown in FIG. 4, steps S160, S170, and S180 are added to the flowchart of FIG. Except for these points, the flowchart is the same as the flowchart of FIG.
That is, Steps S160, S170, and S180 are provided in the No route of Step S130. In Step S160, it is determined whether the rotational speed Nm of the motor 4 is larger than the third predetermined rotational speed Nm3, and the motor rotational speed Nm is the third. If it is not larger than the predetermined rotational speed Nm3, the process returns. If the motor rotational speed Nm is larger than the third predetermined rotational speed Nm3, the process proceeds to the next step S170, the timer is set, the process proceeds to step S180, and the flag F is set to 1. set.

Thereby, in the next cycle, the processing is performed from step S80.
Therefore, again after waiting for the motor rotation speed Nm to decrease, the rotation speed of the second counter shaft 24 is set to zero and the PTO clutch 11 is connected without selecting the counter brake.
As a result, even if drag torque is generated, it is possible to substantially shorten the time until the PTO clutch 11 is connected without selecting the counter brake easily.

[Modification 2]
In the above embodiment, the PTO clutch 11 is connected to the second counter shaft 24, but the PTO clutch 11 may be connected to the first counter shaft 23.

That is, as shown by a two-dot chain line in FIG. 2, a configuration in which the PTO device 10 ′ is connected to the gear of the first counter shaft 23 that is the outer shaft (for example, the gear 26e for the third gear) is also possible.
In this case, since the motor 4 is not provided on the first input shaft 21 connected to the first counter shaft 23 by a gear, the second counter shaft connected to the second input shaft 22 provided with the motor 4 is provided. 24 may be connected to the first counter shaft 23.

  Therefore, in this case, when the PTO switch 101 is turned on and the PTO clutch 11 is instructed to be connected, the vehicle ECU 100 powers off the first clutch 3A, the second clutch 3B, and the synchros 27 and 29 as output clutches. At the same time, the synchro 28 as a counter shaft clutch is connected. In this case, the power interruption of the synchros 27 and 29 means that the synchros 27 and 29 are both in the neutral position (N).

  Note that when the vehicle speed V is a slow speed equal to or less than a constant vehicle speed V1 (for example, 10 km / h) when the PTO switch 101 is turned on and a connection instruction for the PTO clutch 11 is issued, the vehicle ECU 100 When the connection instruction is validated and the vehicle speed V is higher than the constant vehicle speed V1, the connection instruction of the PTO clutch 11 is invalidated so that the control by the present control device does not affect the traveling.

  The vehicle ECU 100 monitors the rotational speeds of the motor 4, the first counter shaft 23, and the second counter shaft 24 and completes the connection / disconnection of the clutches 3A, 3B and the clutches (synchros) 27, 28, 29. The motor 4 is instructed to stop so that the rotational speed of the motor 4 becomes zero. Then, while monitoring the rotational speeds of the motor 4, the first counter shaft 23, and the second counter shaft 24, when the rotational speeds Ncs1, Ncs2 of the first counter shaft 23 and the second counter shaft 24 are all zero. The PTO clutch 11 is connected.

  Therefore, in step S20 for instructing connection / disengagement of each clutch in the flowchart of FIG. 3, a power cut-off command is issued to the first clutch 3A, the second clutch 3B, and the syncs 27 and 29 as the output clutch, and the sync as the counter shaft clutch. 28 is instructed to connect.

Further, in step S30 for determining whether or not the next clutch has been connected / disconnected, while monitoring the rotational speeds of the motor 4, the first counter shaft 23, and the second counter shaft 24, the clutches 3A, 3B and It is determined whether connection / disconnection of the clutches (synchros) 27 to 29 is completed.
Except for these points, the flowchart is the same as that of the flowchart of FIG. 3 or FIG.
In this way, even when the PTO clutch 11 is connected to the first counter shaft 23, the same effect as in the above embodiment can be obtained.

[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, in the above-described embodiment, a dual clutch type transmission having six forward speeds is illustrated, but the number of shift stages is not limited to this, and the configuration of the transmission is not limited to that illustrated in FIG.

1 engine (internal combustion engine)
2 Dual clutch transmission 3 Clutch unit 3A First clutch (first main clutch)
3B Second clutch (second main clutch)
4 Motor (motor generator)
DESCRIPTION OF SYMBOLS 5 Propeller shaft 6 Differential 7 Drive wheel 10,10 'PTO apparatus 11 PTO clutch 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 to 26n Gears for speed change 27, 29 Synchronizer (output clutch)
28 Synchronizer (counter shaft clutch)
100 vehicle ECU (control means)
101 PTO switch (PTOSW)
Reference numeral 102 denotes a motor rotation number sensor as a motor rotation number detection unit 103 rotation number sensor as a first counter shaft rotation number detection unit 104 rotation number sensor as a second counter shaft rotation number detection unit

Claims (3)

A dual clutch transmission having first and second gear mechanisms;
An engine connected to the first input shaft of the first gear mechanism via a first main clutch and the second input shaft of the second gear mechanism via a second main clutch;
A motor mounted on the outer periphery of the second input shaft and operating as a motor or a generator;
A PTO device connected to the second gear mechanism via a PTO clutch;
A first counter shaft of the first gear mechanism coupled to the first input shaft;
A second counter shaft of the second gear mechanism coupled to the second input shaft;
Is a control device for a parallel type hybrid vehicle,
The transmission is provided with an output clutch for cutting off the output to the drive wheel side, and a counter shaft clutch capable of connecting the first counter shaft and the second counter shaft.
Control means for controlling the engine, the motor, the first and second main clutches, the transmission, the PTO clutch, the output clutch, and the counter shaft clutch when the PTO device is operated;
When the PTO clutch is instructed to connect, the control means disconnects the first main clutch, the second main clutch, and the output clutch, and then the motor so that the rotation speed of the motor becomes zero. The hybrid vehicle control apparatus is characterized in that the PTO clutch is connected when the stop instruction is issued to the second counter shaft and the rotational speed of the second counter shaft becomes zero. A dual clutch transmission having first and second gear mechanisms;
An engine connected to the first input shaft of the first gear mechanism via a first main clutch and the second input shaft of the second gear mechanism via a second main clutch;
A motor mounted on the outer periphery of the second input shaft and operating as a motor or a generator;
A PTO device connected to the first gear mechanism via a PTO clutch;
A first counter shaft of the first gear mechanism coupled to the first input shaft;
A second counter shaft of the second gear mechanism coupled to the second input shaft;
Is a control device for a parallel type hybrid vehicle,
The transmission is provided with an output clutch for cutting off the output to the drive wheel side, and a counter shaft clutch capable of connecting the first counter shaft and the second counter shaft.
Control means for controlling the engine, the motor, the first and second main clutches, the transmission, the PTO clutch, the output clutch, and the counter shaft clutch when the PTO device is operated;
The control means disconnects the first main clutch, the second main clutch, and the output clutch when the PTO clutch connection instruction is made, connects the counter shaft clutch, and then rotates the motor. Instructing the motor to stop so that the number becomes zero, and when the rotation speed of the first counter shaft and the second counter shaft becomes zero, the PTO clutch is connected, Control device for hybrid vehicles. The control means performs counter brake control when the rotation speed of the motor does not drop within a predetermined rotation speed within a predetermined time after giving the stop instruction to the motor, The control apparatus of the hybrid vehicle of Claim 1 or 2.

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