JP2014227150A - Drive unit for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive unit for a hybrid vehicle that can travel in a limp-home mode when suppressing deterioration of fuel economy.SOLUTION: In a drive unit for a vehicle 1 including a dual clutch type transmission 10, a first MG 3 connected to a first input shaft 13 and a second MG 4 connected to a second input shaft 14, an oil pump 52 is connected to the second MG 4. A first solenoid valve 55 for controlling supply of hydraulic pressure to a first clutch 15 is switched to a close state when an electric signal is not input, and is switched to an open state when the electric signal is input. A second solenoid valve 56 for controlling supply of the hydraulic pressure to a second clutch 16 is switched to an open state when the electric signal is not input, and is switched to a close state when the electric signal is input. The first clutch 15 and the second clutch 16 are switched to an engaging state when the hydraulic pressure is supplied, and are switched to a disengaging state when the hydraulic pressure is not supplied.

Description

  The present invention relates to a drive device for a hybrid vehicle that includes a dual clutch type transmission and that has a motor / generator connected to each input shaft of the transmission.

  A first input shaft connected to the internal combustion engine via the first clutch and a second input shaft connected to the internal combustion engine via the second clutch, and between the first input shaft and the output system and the second input There is known a dual clutch type transmission in which a gear train is provided between the shaft and the output system, and either one of the two input shafts is selectively connected to the internal combustion engine. As such a dual clutch type transmission, there is known a transmission in which a motor is connected to each input shaft so that power can be transmitted and a hydraulic pump is connected to the motor of one input shaft so that power can be transmitted. (See Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

International Publication No. 2011/027616 JP 2009-137451 A JP 2010-507761 A

  In the transmission shown in Patent Document 1, when an abnormality occurs in the electric system, both the solenoid valve for hydraulic control of one clutch and the solenoid valve for hydraulic control of the other clutch do not operate, Both clutches may be released. In this case, the input shaft to which the hydraulic pump is connected cannot be connected to the internal combustion engine, and retreat traveling cannot be performed. Therefore, it is conceivable that the clutch of the input shaft to which the hydraulic pump is connected is a normally closed type clutch that is engaged when no hydraulic pressure is supplied. However, in this case, when the hydraulic pump is driven, the internal combustion engine is also rotationally driven, so that fuel consumption may be deteriorated.

  In view of the above, an object of the present invention is to provide a hybrid vehicle drive device capable of performing retreat travel while suppressing deterioration of fuel consumption.

  The first drive device of the present invention includes a first input shaft connected to the internal combustion engine via a first clutch that operates hydraulically and a second input shaft that is connected to the internal combustion engine via a second clutch operated hydraulically. An input system including an input shaft, an output system connected to drive wheels so as to be able to transmit power, a portion is interposed between the first input shaft and the output system, and the rest is the second input shaft and the A plurality of gear trains that are interposed between the output system and have different gear ratios, and are configured to switch a plurality of gear shifts by switching a gear train used for power transmission between the input system and the output system. A dual-clutch transmission that can be switched to a stage, a first motor / generator connected to the first input shaft so as to be able to transmit power, and a second motor connected to be able to transmit power to the second input shaft. A drive device for a vehicle including a generator An oil pump connected to the second input shaft or the second motor / generator so as to be capable of transmitting power, a first solenoid valve for controlling supply of hydraulic pressure from the oil pump to the first clutch, and the oil A second electromagnetic valve that controls supply of hydraulic pressure from the pump to the second clutch, and the first electromagnetic valve is configured to supply hydraulic pressure to the first clutch when an electric signal is not input. When the electric signal is input, the switch is switched to the closed state where the hydraulic pressure is supplied to the first clutch, and the second solenoid valve is switched when the electric signal is not input. It switches to an open state where hydraulic pressure is supplied to the second clutch, and when an electric signal is input, switches to a closed state where the supply of hydraulic pressure to the second clutch is cut off. Is switched to an engaged state in which power is transmitted between the internal combustion engine and the first input shaft, and when no hydraulic pressure is supplied, the internal combustion engine and the first input shaft When the hydraulic pressure is supplied, the second clutch is brought into an engaged state in which power is transmitted between the internal combustion engine and the second input shaft. When the hydraulic pressure is not supplied, the engine is switched to a release state in which power transmission between the internal combustion engine and the second input shaft is interrupted (Claim 1).

  According to the first drive device of the present invention, when the hydraulic pressure is not supplied, the second clutch is switched to the released state. Therefore, when the oil pump is driven by the second motor / generator to generate the hydraulic pressure, the internal combustion engine is driven. It is possible to prevent the engine from being driven to rotate together. As a result, the energy consumed by the second motor / generator can be reduced, and deterioration of fuel consumption can be suppressed. Further, in this drive device, the second electromagnetic valve is switched to the open state when no electrical signal is input. Therefore, even if an abnormality occurs in the electric system of the vehicle and an electric signal cannot be transmitted to the second electromagnetic valve, the oil pressure can be supplied from the oil pump to the second clutch. Thus, the internal combustion engine and the second motor / generator can be connected, so that the oil pump and the second motor / generator can be driven by the internal combustion engine. In this case, hydraulic power can be generated or electric power can be generated by the power of the internal combustion engine. Therefore, for example, the drive wheel can be driven by the first motor / generator so as to retreat. The first solenoid valve is switched to a closed state when no electrical signal is input, and the first clutch is switched to a released state when no hydraulic pressure is supplied. Therefore, when an abnormality occurs in the electric system of the vehicle and an electric signal cannot be transmitted to the first electromagnetic valve, the first motor / generator is disconnected from the internal combustion engine. This prevents power from being transmitted to the internal combustion engine when the first motor / generator drives the drive wheels. Therefore, according to the present invention, the retreat travel can be performed while suppressing the deterioration of fuel consumption.

  In one form of the first drive device of the present invention, when an abnormality occurs in the electrical system including the first solenoid valve and the second solenoid valve, the first drive shaft is provided between the first input shaft and the output system. The transmission is controlled so that power transmission between the first input shaft and the output system is established by any one of the intervening gear trains, and the drive wheels are connected to the first motor. The vehicle may further include a retreat travel unit that travels while being driven by a generator and that performs retreat travel control in which the second motor / generator is rotationally driven by the internal combustion engine to generate electric power (Claim 2). In this way, by running the vehicle with the first motor / generator while generating electric power with the second motor / generator, it is possible to lengthen the distance that can be traveled by retreating.

  The second drive device of the present invention includes a first input shaft connected to the internal combustion engine via a first clutch operated by hydraulic pressure and a second input connected to the internal combustion engine via a second clutch operated by hydraulic pressure. An input system including an input shaft, an output system connected to drive wheels so as to be able to transmit power, a portion is interposed between the first input shaft and the output system, and the rest is the second input shaft and the A plurality of gear trains that are interposed between the output system and have different gear ratios, and are configured to switch a plurality of gear shifts by switching a gear train used for power transmission between the input system and the output system. A dual-clutch transmission that can be switched to a stage, a first motor / generator connected to the first input shaft so as to be able to transmit power, and a second motor connected to be able to transmit power to the second input shaft. A drive device for a vehicle including a generator An oil pump connected to the second input shaft or the second motor / generator so as to be capable of transmitting power, a first solenoid valve for controlling supply of hydraulic pressure from the oil pump to the first clutch, and the oil A second solenoid valve that controls supply of hydraulic pressure from the pump to the second clutch, and the first solenoid valve supplies hydraulic pressure to the first clutch when an electric signal is not input. When an electrical signal is input, the switch is switched to a closed state in which the supply of hydraulic pressure to the first clutch is interrupted. When the electrical signal is not input, the second solenoid valve is switched to the closed state. It switches to an open state where hydraulic pressure is supplied to the second clutch, and when an electric signal is input, switches to a closed state where the supply of hydraulic pressure to the second clutch is cut off. Is switched to a released state in which power transmission between the internal combustion engine and the first input shaft is interrupted, and when no hydraulic pressure is supplied, the internal combustion engine and the first input shaft When the hydraulic pressure is supplied, the second clutch is brought into an engaged state in which power is transmitted between the internal combustion engine and the second input shaft. When the hydraulic pressure is not supplied, the engine is switched to a release state in which power transmission between the internal combustion engine and the second input shaft is interrupted (Claim 3).

  In the second drive device of the present invention, the first electromagnetic valve is opened when an abnormality occurs in the electrical system of the vehicle. Therefore, when the oil pump is driven and hydraulic pressure is generated, the first clutch is switched to the released state. . In this case, the first motor / generator is disconnected from the internal combustion engine. Therefore, like the first drive device, the drive wheels can be driven by the first motor / generator without rotating the internal combustion engine. In the second drive device, when the oil pump fails in addition to the electric system of the vehicle, the first clutch is switched to the engaged state and the second clutch is switched to the released state. In this case, since the internal combustion engine and the first motor / generator are connected, power can be generated by the first motor / generator when the vehicle is stopped, for example. On the other hand, since the second motor / generator is separated from the internal combustion engine, the drive wheels can be driven by the second motor / generator without rotating the internal combustion engine. Therefore, the retreat traveling can be performed while suppressing the deterioration of the fuel consumption.

  As described above, according to the drive device of the present invention, when the hydraulic pressure is not supplied, the second clutch is switched to the released state, so that it is possible to suppress deterioration in fuel consumption. In addition, since the second solenoid valve is switched to the open state when no electrical signal is input, even if an abnormality occurs in the electrical system of the vehicle and the electrical signal cannot be transmitted to the second solenoid valve, the oil pump transfers to the second clutch. Hydraulic pressure can be supplied. Therefore, retreat traveling can be performed.

The figure which shows schematically the hybrid vehicle incorporating the drive device which concerns on the 1st form of this invention. The figure which shows a part of hydraulic system of a transmission schematically. The figure which shows the 2nd clutch and 2nd solenoid valve when an oil pump stops and the electrical signal is not input into the 2nd solenoid valve. The figure which shows a 2nd clutch and a 2nd solenoid valve when an oil pump is driven, hydraulic pressure generate | occur | produces, and the electrical signal is not input into the 2nd solenoid valve. The figure which shows a 2nd clutch and a 2nd solenoid valve in case an oil pump is driven, hydraulic pressure generate | occur | produces, and the electrical signal is input into the 2nd solenoid valve. The flowchart which shows the hydraulic pressure supply routine which a vehicle control apparatus performs. The flowchart which shows the evacuation travel control routine which a vehicle control apparatus performs. The figure which shows schematically the 1st clutch and 1st solenoid valve of the drive device which concern on the 2nd form of this invention. The drive device which concerns on a 2nd form WHEREIN: The figure which shows a 1st clutch and a 1st solenoid valve when an oil pump is driven, a hydraulic pressure generate | occur | produces, and the electrical signal is not input into the 1st solenoid valve. The drive device which concerns on a 2nd form WHEREIN: The figure which shows a 1st clutch and a 1st solenoid valve when an oil pump is driven, hydraulic pressure generate | occur | produces, and the electrical signal is input into the 1st solenoid valve.

(First form)
FIG. 1 schematically shows a vehicle in which a drive device according to a first embodiment of the present invention is incorporated. The vehicle 1 has an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving power source, a first motor / generator (hereinafter sometimes abbreviated as a first MG) 3, and a second motor. A generator (hereinafter sometimes abbreviated as second MG) 4 is provided. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a known spark ignition internal combustion engine having a plurality of cylinders. The first MG 3 and the second MG 4 are well-known ones that are mounted on a hybrid vehicle and function as an electric motor and a generator. Therefore, the detailed description regarding these is abbreviate | omitted. The first MG 3 and the second MG 4 are electrically connected to the battery 6 via the inverter 5.

  The vehicle 1 is equipped with a transmission 10 capable of shifting to a plurality of shift speeds (first to fifth and reverse). The transmission 10 is configured as a dual clutch transmission. The transmission 10 includes an input system 11 and an output system 12. The input system 11 includes a first input shaft 13 and a second input shaft 14. The first input shaft 13 is connected to the engine 2 via the first clutch 15. The second input shaft 14 is connected to the engine 2 via the second clutch 16. The first clutch 15 and the second clutch 16 are known friction clutches that can be switched between an engaged state in which power is transmitted between the engine 2 and the input shafts 13 and 14 and a released state in which the power transmission is interrupted. is there. These clutches 15 and 16 operate by hydraulic pressure.

  The output system 12 includes a first output shaft 17, a second output shaft 18, and a drive shaft 19. As shown in this figure, a first output gear 20 is provided on the first output shaft 17. A second output gear 21 is provided on the second output shaft 18. A drive gear 22 is provided on the drive shaft 19. The first output gear 20 and the second output gear 21 mesh with the driven gear 22, respectively. The drive shaft 19 is connected to the differential mechanism 7 so that power can be transmitted. The differential mechanism 7 is a well-known mechanism that distributes input power to the left and right drive wheels 8.

  Between the input system 11 and the output system 12, the first to fifth gear trains G1 to G5 and the reverse gear train GR are interposed. As shown in this figure, the first gear train G1, the third gear train G3, and the fifth gear train G5 are interposed between the first input shaft 13 and the first output shaft 17. The second gear train G2, the fourth gear train G4, and the reverse gear train GR are interposed between the second input shaft 14 and the second output shaft 18.

  The first gear train G1 includes a first drive gear 23 and a first driven gear 24 that mesh with each other, and the second gear train G2 includes a second drive gear 25 and a second driven gear 26 that mesh with each other. The third gear train G3 includes a third drive gear 27 and a third driven gear 28 that mesh with each other, and the fourth gear train G4 includes a fourth drive gear 29 and a fourth driven gear 30 that mesh with each other. The fifth gear train G5 includes a fifth drive gear 31 and a fifth driven gear 32 that mesh with each other. The first to fifth gear trains G1 to G5 are provided so that the drive gear and the driven gear are always engaged. Different gear ratios are set for the respective gear trains G1 to G5. The gear ratio is smaller in the order of the first gear train G1, the second gear train G2, the third gear train G3, the fourth gear train G4, and the fifth gear train G5. Therefore, the first gear train G1 is the first gear, the second gear train G2 is the second gear, the third gear train G3 is the third gear, the fourth gear train G4 is the fourth gear, and the fifth gear train G5 is the fifth gear. Correspond to each. The reverse gear train GR includes a reverse drive gear 33, an intermediate gear 34, and a reverse driven gear 35.

  The first drive gear 23, the third drive gear 27, and the fifth drive gear 31 are fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13. On the other hand, the first driven gear 24, the third driven gear 28, and the fifth driven gear 32 are supported by the first output shaft 17 so as to be rotatable relative to the first output shaft 17. The second drive gear 25, the fourth drive gear 29, and the reverse drive gear 33 are fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14. On the other hand, the second driven gear 26, the fourth driven gear 30, and the reverse driven gear 35 are supported on the second output shaft 18 so as to be rotatable relative to the second output shaft 18. The intermediate gear 34 is rotatably supported by a case (not shown) of the transmission 10. As shown in this figure, the intermediate gear 34 meshes with each of the reverse drive gear 33 and the reverse drive gear 35.

  The first output shaft 17 is provided with a first sleeve 36, a third sleeve 38, and a fifth sleeve 40. These sleeves 36, 38, and 40 are supported by the first output shaft 17 so as to rotate integrally with the first output shaft 17 and to be movable in the axial direction. The first sleeve 36 is provided to be switchable between an engagement position where the first output shaft 17 and the first driven gear 24 are engaged with each other so that the first driven gear 24 is rotated integrally and a release position where the engagement is released. ing. The third sleeve 38 is provided so as to be switchable between an engagement position where the first output shaft 17 and the third driven gear 28 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fifth sleeve 40 is provided so as to be switchable between an engagement position where the first output shaft 17 and the fifth driven gear 32 rotate together, and a release position where the engagement is released. ing. Hereinafter, the case where the first sleeve 36, the third sleeve 38, and the fifth sleeve 40 are all switched to the release position may be referred to as a neutral state. The first sleeve 36, the third sleeve 38, and the fifth sleeve 40 may be collectively referred to as a first transmission mechanism.

  The second output shaft 18 is provided with a second sleeve 37, a fourth sleeve 39, and a reverse sleeve 41. These sleeves 37, 39, 41 are supported by the second output shaft 18 so as to rotate integrally with the second output shaft 18 and to be movable in the axial direction. The second sleeve 37 is provided so as to be switchable between an engagement position where the second output shaft 18 and the second driven gear 26 are engaged with each other and an engagement position where the engagement is released, and a release position where the engagement is released. ing. The fourth sleeve 39 is provided so as to be switchable between an engaging position where the second output shaft 18 and the fourth driven gear 30 are engaged with the fourth driven gear 30 and a release position where the engagement is released. ing. The reverse sleeve 41 is provided so as to be switchable between an engagement position where the second output shaft 18 and the reverse drive gear 35 are engaged with each other and an engagement position where the reverse drive gear 35 is released, and a release position where the engagement is released. Hereinafter, the case where the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 are all switched to the release position may be referred to as a neutral state. In addition, the second sleeve 37, the fourth sleeve 39, and the reverse sleeve 41 may be collectively referred to as a second transmission mechanism.

  Although not shown, the transmission 10 is provided with a plurality of actuators for driving the sleeves 36 to 41. Since these actuators are well-known motor drive mechanisms provided in the transmission, description thereof is omitted. Similarly, although not shown, the output shafts 17 and 18 are synchronized to synchronize their rotations when the sleeves 36 to 41 and the driven gears 24, 26, 28, 30, 32, and 35 are engaged with each other. A mechanism is provided for each driven gear. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  A first driven gear 42 is provided on the first input shaft 13. A first drive gear 43 that meshes with the first driven gear 42 is provided on the output shaft 3 a of the first MG 3. As a result, the first MG 3 is connected to the first input shaft 13 so that power can be transmitted. The transmission ratio between the first drive gear 43 and the first driven gear 42 is set so that the rotation of the first MG 3 is decelerated and transmitted to the first input shaft 13. The second input shaft 14 is provided with a second driven gear 44. A second drive gear 45 that meshes with the second driven gear 44 is provided on the output shaft 4 a of the second MG 4. As a result, the second MG 4 is connected to the second input shaft 14 so that power can be transmitted. The gear ratio between the second drive gear 45 and the second driven gear 44 is set so that the second MG 4 and the second input shaft 14 rotate at substantially the same rotational speed. Thus, the transmission ratio between the first drive gear 43 and the first driven gear 42 and the transmission ratio between the second drive gear 45 and the second driven gear 44 are set to be different from each other. .

  The transmission 10 is provided with a hydraulic system 50. The hydraulic system 50 is a well-known system that supplies hydraulic pressure to a supply target provided in the transmission 10. FIG. 2 schematically shows a main part of the hydraulic system 50. The hydraulic system 50 includes a reservoir 51 in which oil is stored, and a mechanical oil pump 52 that generates hydraulic pressure. The reservoir 51 is provided at the bottom of the transmission 10, for example. As shown in FIG. 1, the oil pump 52 is connected to the output shaft 4a of the second MG 4. As shown in FIG. 2, the oil pump 52 pumps oil from the reservoir 51 via the strainer 53 and discharges it to the supply passage 54. The supply passage 54 is branched into a first flow path 54a and a second flow path 54b along the way. The first flow path 54 a is connected to the first clutch 15. The second flow path 54 b is connected to the second clutch 16. Each clutch 15 and 16 is connected to a return passage for returning oil to the reservoir 51, but the illustration thereof is omitted. A first electromagnetic valve 55 for controlling the supply of hydraulic pressure to the first clutch 15 is provided in the first flow path 54a. The first electromagnetic valve 55 is configured to be in a closed state when no electric signal is input, and to be in an open state when an electric signal is input. That is, the first electromagnetic valve 55 is a normally closed type electromagnetic valve. A second electromagnetic valve 56 for controlling the supply of hydraulic pressure to the second clutch 16 is provided in the second flow path 54b. The second solenoid valve 56 is configured to be in an open state when no electrical signal is input, and to be closed when an electrical signal is input. That is, the second solenoid valve 56 is a normally open type solenoid valve. As the first electromagnetic valve 55 and the second electromagnetic valve 56, for example, a well-known linear solenoid valve is used.

  The operation of the second clutch 16 and the second electromagnetic valve 56 will be described with reference to FIGS. FIG. 3 shows a case where the oil pump 52 is stopped and no electric signal is input to the second electromagnetic valve 56. FIG. 4 shows a case where the oil pump 52 is driven to generate a hydraulic pressure and no electric signal is input to the second electromagnetic valve 56. FIG. 5 shows a case where the oil pump 52 is driven and an electric signal is input to the second electromagnetic valve 56. As shown in these drawings, the second clutch 16 is provided with a spring 16a provided so that the second clutch 16 is in a released state, and an actuator 16b operated by hydraulic pressure. As shown in these drawings, the second flow path 54b is connected to the actuator 16b. When the hydraulic pressure is supplied, the actuator 16b switches the first clutch 16 to the engaged state against the spring 16a.

  As shown in FIG. 3, no hydraulic pressure is generated when the oil pump 52 is stopped. Therefore, the second clutch 16 is switched to the released state by the spring 16a. When the oil pump 52 is driven from this state and hydraulic pressure is generated, the second electromagnetic valve 56 is in an open state, so that the hydraulic pressure is supplied to the actuator 15b. Therefore, as shown in FIG. 4, the second clutch 16 is switched to the engaged state. When an electric signal is input to the second electromagnetic valve 56 in this state, the second electromagnetic valve 56 is switched to the closed state, and the supply of hydraulic pressure to the actuator 16b is interrupted. Therefore, as shown in FIG. 5, the second clutch 16 is switched to the released state. Thus, the second clutch 16 is configured as a normally open type clutch.

  Although illustration is omitted, the first clutch 15 is also configured as a normally open type clutch like the second clutch 16. That is, when the hydraulic pressure is not supplied, the release state is established, and when the hydraulic pressure is supplied, the engagement state is switched. On the other hand, as described above, the first electromagnetic valve 55 is reverse in opening / closing operation with the second electromagnetic valve 56. Therefore, when the oil pump 52 is stopped and no electric signal is input to the first electromagnetic valve 55, the first clutch 15 is released. When the oil pump 52 is driven and hydraulic pressure is generated and no electric signal is input to the first electromagnetic valve 55, the first electromagnetic valve 55 is closed, so the first clutch 15 is released. . When the oil pump 52 is driven and an electric signal is input to the first electromagnetic valve 55, the first electromagnetic valve 55 is opened, so that the first clutch 15 is engaged.

  Operations of the engine 2, the first MG3, the second MG4, the first electromagnetic valve 55, the second electromagnetic valve 56, and the sleeves 36 to 41 are controlled by the vehicle control device 60. The vehicle control device 60 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 60 holds various control programs for causing the vehicle 1 to travel appropriately. The vehicle control device 60 executes control of the control objects such as the engine 2 and the MGs 3 and 4 by executing these programs. Various sensors for acquiring information related to the vehicle 1 are connected to the vehicle control device 60. For example, a vehicle speed sensor 61 and an electric system abnormality detection sensor 62 are connected to the vehicle control device 60. The vehicle speed sensor 61 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1. The electric system abnormality detection sensor 62 outputs a signal when an abnormality occurs in the electric system provided in the vehicle 1. The electric system includes, for example, a circuit for supplying electricity to the electromagnetic valves 55 and 56, a circuit for sending an electric signal to the electromagnetic valves 55 and 56, and the like. As the abnormality detection sensor 62, for example, a known sensor that detects the presence or absence of abnormality based on the voltage value or current value of each circuit may be used. The vehicle control device 60 is connected to a start switch 63 for starting the system of the vehicle 1 from the standby state. In addition to this, various sensors, switches, and the like are connected to the vehicle control device 60, but these are not shown.

  Control executed by the vehicle control device 60 will be described with reference to FIGS. 6 and 7. FIG. 6 shows a hydraulic pressure supply routine executed by the vehicle control device 60 to supply hydraulic pressure to each part of the transmission 10 when the system of the vehicle 1 is activated. This routine is repeatedly executed at a predetermined cycle when the system of the vehicle 1 is in a standby state.

  In this routine, the vehicle control device 60 first determines in step S11 whether or not the start switch 63 has been operated and turned on. If it is determined that the start switch 63 is off, the current routine is terminated. On the other hand, when it determines with the start switch 63 being an ON state, it progresses to step S12 and the vehicle control apparatus 60 performs 2nd clutch release control. In the second clutch release control, an electric signal is output to the second electromagnetic valve 56 so that the second clutch 16 is switched to the released state. In the next step S13, the vehicle control device 60 executes oil pump drive control. In this oil pump drive control, the transmission 10 is shifted to the first speed. That is, for the first speed change mechanism, the first sleeve 36 is switched to the engaged position, and the third sleeve 38 and the fifth sleeve 40 are switched to the released position. Further, the second speed change mechanism is switched to the neutral state. Then, the oil pump 52 is driven by the second MG 4. As a result, oil pressure is generated by the oil pump 52, and the oil pressure is supplied to each part of the transmission 10. Thereafter, the current routine is terminated.

  FIG. 7 shows a retreat travel control routine executed by the vehicle control device 60. In the vehicle 1, when an abnormality occurs in the electric system including the first electromagnetic valve 55 and the second electromagnetic valve 56, retreat traveling is performed in which the first MG 3 generates power while the first MG 3 drives the drive wheels 8. This control routine is executed in order for the vehicle control device 60 to perform such retreat travel. This control routine is repeatedly executed at a predetermined cycle regardless of whether or not the vehicle 1 is traveling. By executing this control routine, the vehicle control device 60 functions as the retreat travel means of the present invention.

  In this control routine, the vehicle control device 60 first acquires the state of the vehicle 1 in step S21. As the state of the vehicle 1, for example, a vehicle speed or the like is acquired. In addition to this, in this process, various information relating to the state of the vehicle 1 is acquired.

  In the next step S22, the vehicle control device 60 determines whether or not an abnormality has occurred in the electrical system. This determination may be made based on the output signal of the electrical system abnormality detection sensor 62. If it is determined that the electrical system is normal, the current control routine is terminated.

  On the other hand, if it is determined that an abnormality has occurred in the electrical system, the process proceeds to step S23, and the vehicle control device 60 executes the retreat travel preparation control. In this retreat travel preparation control, the transmission 10 is shifted to the first speed. That is, for the first speed change mechanism, the first sleeve 36 is switched to the engaged position, and the third sleeve 38 and the fifth sleeve 40 are switched to the released position. The second speed change mechanism is switched to the neutral state.

  In the next step S24, the vehicle control device 60 executes retreat travel. In the retreat travel, the first MG 3 is caused to function as an electric motor, and the drive wheels 8 are driven by the first MG 3 to travel the vehicle 1. Further, the second MG 4 is caused to function as a generator, and the engine 2 generates power by rotationally driving the second MG 4. Thereafter, the current control routine is terminated.

  As described above, in the first embodiment, the second clutch 16 switches to the released state when no hydraulic pressure is supplied. Therefore, it is possible to prevent the engine 2 from being rotated together when the oil pump 52 is driven by the second MG 4. Thereby, since the energy consumed by 2nd MG4 can be reduced, it can suppress that a fuel consumption deteriorates.

  In addition, since the second electromagnetic valve 56 switches to an open state when no electric signal is input, an abnormality occurs in the electric system, and the electric signal cannot be input to the first electromagnetic valve 55 and the second electromagnetic valve 56. However, the hydraulic pressure can be supplied to the actuator 16 b of the second clutch 16. As a result, the second MG 4 and the engine 2 can be connected, so that the engine 2 can drive the second MG 4 to rotate to generate electric power. Further, the oil pump 52 can be driven by the engine 2. On the other hand, since the first electromagnetic valve 55 is closed when no electric signal is input, the first clutch 15 is released. In this case, since the first MG 3 is disconnected from the engine 2, it is possible to prevent power from being transmitted to the engine 2 when the drive wheels 8 are driven by the first MG 3. Therefore, according to the present invention, the retreat travel can be performed while suppressing deterioration of fuel consumption. And by making the vehicle 1 travel with the first MG 3 while generating power with the second MG 4 in this way, it is possible to lengthen the distance that can be traveled in the retreat travel.

  In the embodiment described above, the motor drive mechanism is used as the actuator that drives the sleeves 36 to 41 of the transmission 10, but a hydraulic drive mechanism may be used as these actuators. In this case, when oil pressure cannot be supplied from the oil pump 52, these cannot be operated. Therefore, when the hydraulic pressure is not supplied to the actuator that drives the second sleeve 37, a normally closed type actuator that switches the second sleeve 37 to the engagement position is used, and the actuator that drives the remaining sleeves 36 and 38 to 41. A normally open type actuator that switches each sleeve to the release position may be used when hydraulic pressure is not supplied. In this case, even if the hydraulic pressure cannot be supplied to each actuator and these actuators cannot be operated, the transmission 10 can be shifted to the second speed. Even when a motor drive mechanism is used as an actuator, each actuator may be a normally closed actuator, and the remaining actuators may be normally open actuators.

(Second form)
Next, a driving apparatus according to a second embodiment of the present invention will be described with reference to FIGS. These drawings schematically show the first clutch 70 and the first electromagnetic valve 80 of the drive device of this embodiment. This form is the same as the first form except that the first clutch 70 and the first electromagnetic valve 80 are different. Therefore, the same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. FIG. 8 shows a case where the oil pump 52 is stopped and an electric signal is not input to the first electromagnetic valve 80. FIG. 9 shows a case where the oil pump 52 is driven to generate hydraulic pressure and no electric signal is input to the first electromagnetic valve 80. FIG. 10 shows a case where the oil pump 52 is driven and an electric signal is input to the first electromagnetic valve 80.

  Similar to the first clutch 15 of the first embodiment, the first clutch 70 is in an engaged state in which power is transmitted between the engine 2 and the first input shaft 13 and in a released state in which power transmission is interrupted. It is a known friction clutch that can be switched. The first clutch 70 is also hydraulically operated. As shown in FIG. 8, the first clutch 70 includes a spring 70 a provided so that the first clutch 70 is engaged, and an actuator 70 b that is hydraulically operated. The first flow path 54a is connected to the actuator 70b. When the hydraulic pressure is supplied, the actuator 70b switches the first clutch 70 to the released state against the spring 70a. Thus, the 1st clutch 70 is comprised as a normally closed type clutch. The first solenoid valve 80 is open when no electrical signal is input as shown in FIGS. 8 and 9, and is closed when an electrical signal is input as shown in FIG. . That is, the first electromagnetic valve 80 is a normally open type electromagnetic valve. As the first electromagnetic valve 80, for example, a known linear solenoid valve is used.

  When the oil pump 52 is stopped, no hydraulic pressure is generated. Therefore, as shown in FIG. 8, the first clutch 70 is switched to the engaged state by the spring 70a. When the oil pump 52 is driven from this state and hydraulic pressure is generated, the first electromagnetic valve 80 is in an open state, so that the hydraulic pressure is supplied to the actuator 70b. Therefore, as shown in FIG. 9, the first clutch 70 is switched to the released state. When an electric signal is input to the first electromagnetic valve 80 when the oil pump 52 is driven and hydraulic pressure is generated, the first electromagnetic valve 80 is closed and the supply of hydraulic pressure to the actuator 70b is stopped. . Therefore, as shown in FIG. 10, the first clutch 70 switches to the engaged state.

  In the second embodiment, the first electromagnetic valve 80 is opened when an abnormality occurs in the electrical system. Therefore, when the oil pump 52 is driven and hydraulic pressure is generated, the first clutch 70 is switched to the released state. In this case, the first MG 3 is disconnected from the engine 2. Therefore, it is possible to prevent power from being transmitted to the engine 2 when the drive wheels 8 are driven by the first MG 3. Therefore, the retreat traveling can be performed while suppressing the deterioration of the fuel consumption.

  In the second embodiment, power generation can be performed even when an abnormality occurs in the electrical system and the oil pump 52 fails. The first clutch 70 in this form is switched to the engaged state when hydraulic pressure is not supplied. In this case, since the engine 2 and the first MG 3 are connected, for example, when the vehicle is stopped, the first MG 3 functions as a generator, and the engine 2 can drive the first MG 3 to generate power. On the other hand, since the second clutch 16 is switched to the released state when the hydraulic pressure is not supplied, the second MG 4 is disconnected from the engine 2. Therefore, the drive wheels 8 can be driven by the second MG 4 without rotating the engine 2. Therefore, the retreat traveling can be performed while suppressing the deterioration of the fuel consumption.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the shift speed at which the transmission is shifted during retreat travel is not limited to the second speed, and may be the fourth speed. In the embodiment described above, the oil pump is connected to the output shaft of the second MG, but an oil pump may be connected to the second input shaft.

  In the embodiment described above, the drive wheels are driven by the second MG during the retreat travel, but the drive wheels may be driven by the internal combustion engine during the retreat travel.

  In the above-described embodiment, the input shaft and the motor / generator are connected via a gear so that power can be transmitted, but the output shaft of the motor / generator may be directly connected to the input shaft. The hybrid vehicle to which the present invention is applied is not limited to a hybrid vehicle equipped with a five-speed forward dual clutch transmission. The present invention may be applied to various hybrid vehicles equipped with a dual clutch type transmission having the number of shift stages of three or more forward speeds.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3 1st motor generator 4 Second motor generator 8 Drive wheel 10 Transmission 11 Input system 12 Output system 13 1st input shaft 14 2nd input shaft 15 1st clutch 16 2nd clutch 52 Oil pump 55 1st solenoid valve 56 2nd solenoid valve 60 Vehicle control device (evacuation travel means)
70 1st clutch 80 1st solenoid valve G1-GR Gear train

Claims (3)

An input system including a first input shaft connected to the internal combustion engine via a first clutch operated by hydraulic pressure and a second input shaft connected to the internal combustion engine via a second clutch operated hydraulically; And an output system connected so as to be able to transmit power, a part interposed between the first input shaft and the output system, and a remainder interposed between the second input shaft and the output system, and A dual-clutch shift that has a plurality of gear trains having different gear ratios and can be switched to a plurality of gear positions by switching a gear train used for power transmission between the input system and the output system. Machine,
A first motor / generator connected to the first input shaft to transmit power;
In a vehicle drive device comprising the second input shaft and a second motor / generator connected to be able to transmit power,
An oil pump connected to the second input shaft or the second motor / generator so as to be capable of transmitting power;
A first solenoid valve that controls the supply of hydraulic pressure from the oil pump to the first clutch;
A second solenoid valve for controlling the supply of hydraulic pressure from the oil pump to the second clutch,
The first solenoid valve switches to a closed state in which the supply of hydraulic pressure to the first clutch is cut off when no electrical signal is input, and the hydraulic pressure is applied to the first clutch when an electrical signal is input. Switches to an open state where
The second solenoid valve switches to an open state in which hydraulic pressure is supplied to the second clutch when no electric signal is input, and supplies hydraulic pressure to the second clutch when an electric signal is input. Switches to a closed state where
The first clutch switches to an engaged state in which power is transmitted between the internal combustion engine and the first input shaft when hydraulic pressure is supplied, and the internal combustion engine when hydraulic pressure is not supplied. Switched to a released state in which power transmission between the first input shaft and the first input shaft is interrupted,
The second clutch switches to an engaged state in which power is transmitted between the internal combustion engine and the second input shaft when hydraulic pressure is supplied, and the internal combustion engine when hydraulic pressure is not supplied. And a drive device that switches to a released state in which power transmission between the second input shaft and the second input shaft is interrupted.   When an abnormality occurs in the electric system including the first electromagnetic valve and the second electromagnetic valve, any one of the gear trains interposed between the first input shaft and the output system The transmission is controlled so that power transmission between the first input shaft and the output system is established, the drive wheel is driven by the first motor / generator, and the second motor is driven. The drive device according to claim 1, further comprising a retreat travel unit that performs retreat travel control for generating power by rotating the generator with the internal combustion engine. An input system including a first input shaft connected to the internal combustion engine via a first clutch operated by hydraulic pressure and a second input shaft connected to the internal combustion engine via a second clutch operated hydraulically; And an output system connected so as to be able to transmit power, a part interposed between the first input shaft and the output system, and a remainder interposed between the second input shaft and the output system, and A dual-clutch shift that has a plurality of gear trains having different gear ratios and can be switched to a plurality of gear positions by switching a gear train used for power transmission between the input system and the output system. Machine,
A first motor / generator connected to the first input shaft to transmit power;
In a vehicle drive device comprising the second input shaft and a second motor / generator connected to be able to transmit power,
An oil pump connected to the second input shaft or the second motor / generator so as to be capable of transmitting power;
A first solenoid valve that controls the supply of hydraulic pressure from the oil pump to the first clutch;
A second solenoid valve for controlling the supply of hydraulic pressure from the oil pump to the second clutch,
The first solenoid valve switches to an open state in which hydraulic pressure is supplied to the first clutch when no electric signal is input, and supplies hydraulic pressure to the first clutch when an electric signal is input. Switches to a closed state where
The second solenoid valve switches to an open state in which hydraulic pressure is supplied to the second clutch when no electric signal is input, and supplies hydraulic pressure to the second clutch when an electric signal is input. Switches to a closed state where
The first clutch switches to a released state in which power transmission between the internal combustion engine and the first input shaft is interrupted when hydraulic pressure is supplied, and the internal combustion engine when hydraulic pressure is not supplied. And the engagement state where power is transmitted between the first input shaft and the first input shaft,
The second clutch switches to an engaged state in which power is transmitted between the internal combustion engine and the second input shaft when hydraulic pressure is supplied, and the internal combustion engine when hydraulic pressure is not supplied. And a drive device that switches to a released state in which power transmission between the second input shaft and the second input shaft is interrupted.

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