JP4137021B2 - Driving device and automobile equipped with the same - Google Patents

Description

  The present invention relates to a drive device and an automobile equipped with the drive device.

Conventionally, this type of drive device is connected to a planetary gear with a carrier connected to the engine crankshaft, a motor generator connected to the sun gear of the planetary gear, and a drive shaft connected to the planetary gear carrier and drive wheels. There has been proposed one including a first transmission and a second transmission connected to a ring gear of a planetary gear and a drive shaft (see, for example, Patent Document 1). In this device, when changing the speed stage of the first transmission, the speed change by the second transmission is changed to change the speed stage of the first transmission before changing the speed stage, and the speed change by the second transmission is changed from the speed change by the second transmission. By switching to a shift by one transmission, the power output from the engine is smoothly shifted to the shift stage and output to the drive shaft. Further, this device starts the engine using the power from the motor generator.
JP 2003-72403 A

  However, in the drive device described above, the engine is started using the power from the motor generator. However, when the motor generator has an abnormality, the engine may not be started. In general, it is desirable that a drive device can start up and output power, although performance is inferior even if some device has an abnormality. But driving may be desired.

  One of the objects of the drive device of the present invention and a vehicle equipped with the drive device is to start an internal combustion engine in accordance with the state of the device. Another object of the drive device of the present invention and a vehicle equipped with the drive device is to start the internal combustion engine and output power even if an abnormality occurs in some of the devices of the device.

  In order to achieve at least a part of the above-described object, the drive device of the present invention and the vehicle equipped with the drive device employ the following means.

The drive device of the present invention is
A drive device connected to and driven by an output shaft and a drive shaft of an internal combustion engine,
A motor capable of generating electricity,
Connected to the first input shaft and the drive shaft, it is possible to separate the first input shaft and the drive shaft, and to shift the power input to the first input shaft and output it to the drive shaft First transmission means,
Connected to the second input shaft and the drive shaft, it is possible to separate the second input shaft from the drive shaft and to shift the power input to the second input shaft and output it to the drive shaft Second transmission means,
A rotation mechanism that is connected to three axes of the first input shaft, the second input shaft, and the rotation shaft of the electric motor, and that rotates the remaining shaft based on the rotation of any two of the three shafts;
Connection releasing means for connecting and releasing the connection between the output shaft of the internal combustion engine and the first input shaft of the first transmission means;
Cranking means capable of cranking the internal combustion engine;
When the internal combustion engine is instructed to start and when the drive shaft is in a rotation stop state, the output shaft of the internal combustion engine and the first of the first transmission means are based on the state of the electric motor and the state of the cranking means. A first start of cranking the internal combustion engine using the power from the electric motor while the input shaft is connected to start the internal combustion engine, an output shaft of the internal combustion engine, and a first of the first transmission means. The connection is released so that the internal combustion engine is started by selecting one of the second start and the cranking by cranking the internal combustion engine by the cranking means in a state in which the connection with the input shaft is released. Control means, the electric motor, the cranking means, and the internal combustion engine, and when the drive shaft is in a rotating state, the second start is based on the state of the electric motor and the state of the cranking means. A third start for cranking the internal combustion engine using the frictional engagement between the output shaft of the internal combustion engine and the first input shaft of the first speed change means and the power from the electric motor to start the internal combustion engine; Starting control means for controlling the connection release means, the electric motor, the cranking means, and the internal combustion engine so that the internal combustion engine is started by selecting one of
It is a summary to provide.

  In the drive device of the present invention, when an instruction to start the internal combustion engine is given, the output shaft of the internal combustion engine and the first speed change are based on the state of the electric motor and the state of the cranking means when the drive shaft is in the rotation stop state. A first start for cranking the internal combustion engine using the power from the motor in a state where the first input shaft of the means is connected and starting the internal combustion engine; an output shaft of the internal combustion engine; and a first input of the first transmission means The internal combustion engine is selected by cranking the internal combustion engine by the cranking means in a state in which the connection with the shaft is released to start the internal combustion engine, and the internal combustion engine is started. Based on the state and the state of the cranking means, the internal combustion engine is cranked by using the second start, frictional engagement between the output shaft of the internal combustion engine and the first input shaft of the first transmission means, and the power from the motor. Ranking and starting internal combustion engine The third selects one of the starting starting the internal combustion engine to be. That is, the internal combustion engine is started using different methods based on the state of the electric motor and the state of the cranking means. Therefore, the internal combustion engine can be started according to the state of the electric motor and the state of the cranking means.

  In such a drive device of the present invention, the start control means selects the first start and starts the internal combustion engine when the cranking means is abnormal when the drive shaft is in a rotation stop state. Controlling the connection release means, the electric motor, the cranking means, and the internal combustion engine, and selecting the second start when the motor is abnormal when the drive shaft is in a rotation stop state. It may be a means for controlling the connection release means, the electric motor, the cranking means, and the internal combustion engine so that the internal combustion engine is started. In this way, the internal combustion engine can be started when the drive shaft is in a stopped state even if the cranking means or the motor is abnormal.

  In the drive device of the present invention, the start control means selects the third start to start the internal combustion engine when an abnormality occurs in the cranking means when the drive shaft is rotating. The connection release means, the electric motor, the cranking means, and the internal combustion engine are controlled, and when the drive shaft is in a rotating state, the second start is selected and the internal combustion engine is selected. It may be a means for controlling the connection release means, the electric motor, the cranking means, and the internal combustion engine so that the engine is started. In this way, the internal combustion engine can be started when the drive shaft is rotating even if the cranking means or the motor is abnormal.

  Furthermore, in the drive device of the present invention, when the start control means selects the third start and starts the internal combustion engine, the drive state of the first input shaft of the first transmission means is the start of the internal combustion engine. Means for controlling the first speed change means and / or the second speed change means so as to change the speed ratio of the first speed change means and / or the second speed change means so as to be in a suitable predetermined driving state range. It can also be. In this way, the internal combustion engine can be started in an appropriate state when the third start is selected.

  Alternatively, in the driving apparatus of the present invention, the first transmission unit and the second transmission unit may be a stepped transmission that can change gears in a plurality of stages.

  The automobile of the present invention is a drive apparatus according to any one of the above-described aspects, that is, a drive apparatus that is basically driven by being connected to an output shaft and a drive shaft of an internal combustion engine, and is an electric motor capable of generating electricity. A first input shaft connected to the drive shaft, a separation between the first input shaft and the drive shaft, and a speed change to output the power input to the first input shaft to the drive shaft. The first speed change means capable of being connected to the second input shaft and the drive shaft, and separating the second input shaft from the drive shaft and shifting the power input to the second input shaft to change the power. Connected to three shafts of a second speed changer capable of shifting to output to the drive shaft, the first input shaft, the second input shaft, and the rotating shaft of the motor, and any one of the three shafts A rotation mechanism for rotating the remaining shaft based on the rotation of the shaft, an output shaft of the internal combustion engine, and a first of the first transmission means. A connection release means for connecting to and releasing from the force shaft; a cranking means capable of cranking the internal combustion engine; and when an instruction to start the internal combustion engine is given, and when the drive shaft is in a rotation stop state, Based on the state of the electric motor and the state of the cranking means, the internal combustion engine is driven using the power from the electric motor in a state where the output shaft of the internal combustion engine and the first input shaft of the first transmission means are connected. The internal combustion engine is cranked by the cranking means in a state in which the connection between the first start for cranking and starting the internal combustion engine, and the connection between the output shaft of the internal combustion engine and the first input shaft of the first transmission means is released. Then, the connection release means, the electric motor, the cranking means, and the internal combustion engine are controlled so that the internal combustion engine is started by selecting one of the second start for starting the internal combustion engine. When the drive shaft is in a rotating state, the friction between the second start, the output shaft of the internal combustion engine, and the first input shaft of the first transmission means is based on the state of the electric motor and the state of the cranking means. The disconnection means and the disconnection means for starting the internal combustion engine by selecting one of a third start for cranking the internal combustion engine using the engagement and the power from the electric motor and starting the internal combustion engine. A drive device comprising an electric motor, the cranking device, and a start control device for controlling the internal combustion engine, and an internal combustion engine connected to the drive device are mounted, and an axle is connected to the drive shaft. The gist.

  In the automobile according to the present invention, since the drive device of the present invention according to any one of the above-described aspects is mounted, the internal combustion engine can be started according to the effects exhibited by the drive device according to the present invention, for example, the state of the motor and the state of the cranking means. The same effects as those that can be performed can be obtained.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 23 as an output shaft of the engine 22 via a clutch C1, and power distribution / integration. A power generating motor MG connected to the mechanism 30 and a drive shaft connected to the crankshaft 23 of the engine 22 via the clutch C1 and connected to the drive wheels 39a and 39b via the differential gear 38 and the gear mechanism 37. A first transmission 50 connected to 36, a second transmission 60 connected to the power distribution and integration mechanism 30 and to the drive shaft 36, and a hybrid electronic control unit 70 for controlling the entire vehicle. .

The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 29 is under operation control such as fuel injection control, ignition control, intake air amount adjustment control. A starter motor 26 is attached to the crankshaft 23 of the engine 22 by a gear 24 and a gear 27. The starter motor 26 is also subjected to drive control by the engine ECU 29. The engine ECU 29 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 23 of the engine 22 is connected to the carrier 34 via the clutch C1 and the input shaft 52 of the first transmission 50, and the gear 35a, 35b is connected to the ring gear 32. , 35c, the input shaft 62 of the second transmission 60 is connected. The power distribution and integration mechanism 30 distributes the power input to the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG functions as a generator, and the carrier when the motor MG functions as an electric motor. The power input to 34 and the power from the motor MG input from the sun gear 31 are integrated and output to the ring gear 32 side.

  The motor MG is configured as a known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and is driven via an inverter 42 by drive control by a motor electronic control unit (hereinafter referred to as a motor ECU) 49. Then, power is input / output to / from the sun gear 31 with the exchange of electric power with the battery 46. The motor ECU 49 applies a signal necessary for driving and controlling the motor MG, such as a signal from a rotational position detection sensor 44 that detects the rotational position of the rotor of the motor MG, or a motor MG detected by a current sensor (not shown). And the like, and a switching control signal to the inverter 42 is output from the motor ECU 49. The motor ECU 49 also manages the battery 46, and signals necessary for managing the battery 46, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 46, and the output of the battery 46. A charge / discharge current from a current sensor (not shown) attached to a power line connected to the terminal, a battery temperature from a temperature sensor attached to the battery 46, and the like are input, and the remaining capacity for managing the battery 46 ( SOC) and input / output restriction Win. Wout is calculated. The motor ECU 49 is in communication with the hybrid electronic control unit 70, and controls the drive of the motor MG by a control signal from the hybrid electronic control unit 70, and the data regarding the operation state of the motor MG and the state of the battery 46 as necessary. Is output to the hybrid electronic control unit 70 by communication.

The first transmission 50 is configured as a general five-speed transmission that shifts the power input to the input shaft 52 using any of the five speeds and outputs it to the drive shaft 36. The input gears 52 a to 52 c attached to the input shaft 52, the first to fifth transmission gears 54 a to 54 e connected to the drive gears 36 a to 36 e attached to the drive shaft 36, and the input gears 52 a to 52 c, respectively. Annular connection gears 55a to 55c for selectively connecting the transmission gears 54a to 54e, operation members 56a to 56c for operating connection and release of the connection by the connection gears 55a to 55c, and driving the operation members 56a to 56c And an actuator 59. The connection gears 55a to 55c are connected to the corresponding input gears 52a to 52c, and slide to the left and right by operating the operation members 56a to 56c to take the three positions of the center, right and left in the figure. Can be done. The 1st transmission 50 can be made into the neutral which isolate | separates the input shaft 52 and the drive shaft 36 by making all the connection gears 55a-55c into the center position. The first transmission 50 inputs the power of the input shaft 52 by connecting the input gear 52a and the transmission gear 54a with the connection gear 55a at the right position in the figure and setting the connection gears 55b and 55c to the center position. The gear 52a and the transmission gear 54a are shifted by the gear stage (first gear) and output to the drive shaft 36, and the input gear 52a and the transmission gear 54b are connected and connected with the connection gear 55a as the left position in the figure. By setting the gears 55b and 55c at the center position, the power of the input shaft 52 is shifted by the gear stage (second gear) by the connection between the input gear 52a and the transmission gear 54b and output to the drive shaft 36. Further, the first transmission 50 connects the input gear 52b and the transmission gear 54c with the connecting gear 55b at the right position in the figure, and sets the connecting gears 55a and 55c to the center position, thereby driving the power of the input shaft 52. Is shifted by the gear stage (third speed) by coupling the input gear 52b and the transmission gear 54c and output to the drive shaft 36, and the input gear 52b and the transmission gear 54d are coupled with the coupling gear 55b as the left position in the figure. At the same time, the connecting gears 55a and 55c are set to the center position, so that the power of the input shaft 52 is shifted by the gear stage (fourth speed) due to the connection between the input gear 52b and the transmission gear 54d and output to the drive shaft 36. Further, the first transmission 50 connects the input gear 52c and the transmission gear 54e with the connecting gear 55c as the left position in the drawing, and sets the connecting gears 55a and 55b to the center position, thereby driving the power of the input shaft 52. Is shifted by the gear stage (5th gear) by the connection of the input gear 52c and the transmission gear 54e and output to the drive shaft 36. The first transmission 50 includes a brake B1 that holds the input shaft 52 in a rotation stopped state.

The second transmission 60 shifts the power input to the input shaft 62 using any one of the five shift speeds and outputs it to the drive shaft 36, and at the same time reverse-shifts one speed with a general reverse 5 1-stage to 5-stage transmission gear configured as a step-variable transmission and connecting input gears 62a to 62c attached to the input shaft 62 and drive gears 36a to 36e attached to the drive shaft 36, respectively. 64a to 64e, a reverse gear 68b and a transmission gear 68a connected to a reverse drive gear 36f attached to the drive shaft 36, and a transmission gear 64a to 64e and a transmission gear 68a to the input gears 62a to 62c are selectively connected. Annular connecting gears 65a to 65c, operating members 66a to 66c for operating the connecting and releasing of the connecting gears 65a to 65c, and the operating members And an actuator 69 for driving the 6A～66c. The connection gears 65a to 65c are connected to the corresponding input gears 62a to 62c, and slide to the left and right by operating the operation members 66a to 66c to take the three positions of the center, right and left in the figure. Can be done. The 2nd transmission 60 can be made into the neutral which isolate | separates the input shaft 62 and the drive shaft 36 by making all the connection gears 65a-65c into the center position. The first transmission 60 inputs the power of the input shaft 62 by connecting the input gear 62a and the transmission gear 64a with the connection gear 65a at the right position in the drawing and the connection gears 65b and 65c at the center position. The gear 62a and the speed change gear 64a are connected to each other to change the speed by the gear stage (first speed) and output to the drive shaft 36. The input gear 62a and the speed change gear 64b are connected and connected with the connection gear 65a as the left position in the figure. By setting the gears 65b and 65c to the center position, the power of the input shaft 62 is shifted by the gear stage (second gear) by the connection between the input gear 62a and the transmission gear 64b and output to the drive shaft 36. Further, the second transmission 60 connects the input gear 62b and the transmission gear 64c with the connecting gear 65b at the right position in the figure, and sets the connecting gears 65a and 65c to the center position, thereby driving the power of the input shaft 62. Is shifted by the gear stage (third speed) by coupling the input gear 62b and the transmission gear 64c and output to the drive shaft 36, and the input gear 62b and the transmission gear 64d are coupled with the coupling gear 65b as the left position in the figure. At the same time, the connecting gears 65a and 65c are set to the center position, so that the power of the input shaft 62 is shifted by the gear stage (fourth speed) by the connection between the input gear 62b and the transmission gear 64d and output to the drive shaft 36. Furthermore, the second transmission 60 connects the input gear 62c and the transmission gear 64e with the connecting gear 65c as the right position in the figure, and sets the connecting gears 65a and 65b to the center position, thereby driving the power of the input shaft 62. Is shifted by the gear stage (5th gear) by the connection of the input gear 62c and the transmission gear 64e and output to the drive shaft 36. Further, the second transmission 60 connects the input gear 62c and the transmission gear 68a with the connecting gear 65c as the left position in the drawing, and sets the connecting gears 65a and 65b to the center position, thereby driving the power of the input shaft 62. Is inverted by a gear stage (reverse) by connecting the input gear 62c, the transmission gear 68a, and the reverse gear 38b, and output to the drive shaft 36.

  The first transmission 50 and the second transmission 60 function as independent independent transmissions based on the power distributed and integrated by the power distribution and integration mechanism 30, and the first transmission 50 has its gears and drive shafts. The second transmission 60 rotates the ring gear 32 of the power distribution and integration mechanism 30 based on the shift speed and the rotation speed of the drive shaft 36 based on the rotation speed of the power distribution and integration mechanism 30. Let Therefore, in a state where the clutch C1 is turned on, the engine 22 is operated at a rotational speed based on the speed of the first transmission 50 and the rotational speed (vehicle speed V) of the drive shaft 36, and the motor MG is operated. Based on the rotational speed of the carrier 34 based on the speed of the first transmission 50 and the rotational speed (vehicle speed V) of the drive shaft 36, and on the speed of the second transmission 60 and the rotational speed (vehicle speed V) of the drive shaft 36. It is driven at a rotational speed determined by the rotational speed of the ring gear 32 and the gear ratio ρ of the power distribution and integration mechanism 30. For this reason, when trying to drive the engine 22 in the vicinity of the desired operating point, the rotational speed of the carrier 34 at each stage of the first transmission 50 is calculated with respect to the rotational speed (vehicle speed V) of the drive shaft 36, Of the calculated rotation speeds of the carrier 34 at each stage, it is sufficient to select a gear position that has the rotation speed closest to the rotation speed at the desired operating point. When the motor MG is to be operated at a desired operating point, the rotational speed of the ring gear 32 at each stage of the second transmission 60 is calculated and calculated for the rotational speed of the drive shaft 36 (vehicle speed V). The rotational speed of the sun gear 31 in each stage is calculated based on the rotational speed of the ring gear 32 in the stage and the rotational speed of the carrier 34 (the rotational speed of the engine 22) determined by the speed stage of the first transmission 50. Of the rotation speeds of the sun gear 31 at each stage, it is only necessary to select a gear position that has the rotation speed closest to the rotation speed at the desired operating point.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a drive signal to the actuator 59 of the first transmission 50, a drive signal to the actuator 69 of the second transmission 60, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 29 and the motor ECU 49 via the communication port, and exchanges various control signals and data with the engine ECU 29 and the motor ECU 49.

In the hybrid vehicle 20 of the embodiment configured as described above, the engine 22, the motor MG, and the second motor 20 are configured so that torque corresponding to the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83 by the driver is output from the engine 22 or the motor MG. The first transmission 50 and the second transmission 60 are controlled. Such control is performed by turning off the clutch C1 and turning on the brake B1 to shift the power from the motor MG by the second transmission 60 and outputting it to the drive shaft 36, and turning on the clutch C1 and braking. Independent shift in which B1 is turned off and the power from the engine 22 is shifted by an independent transmission of the first transmission 50 and the second transmission 60 and output to the drive shaft 36 while charging / discharging the motor MG as necessary. This is done by switching between the machine travel modes. Which mode is used for control can be determined based on the performance of the engine 22 to be mounted, the performance of the motor MG, the capacity of the battery 46, the application of the hybrid vehicle 20, and the like.

  Next, the operation of the hybrid vehicle 20 of this embodiment, particularly the operation at the start of the engine 22 will be described. FIG. 2 is a flowchart showing an example of an engine start control routine executed by the hybrid electronic control unit 70 when a start instruction for the engine 22 is given.

  When the engine start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines abnormality determination information of the motor MG and starter motor 26, state information of the clutch C1, vehicle speed V detected by the vehicle speed sensor 88, and the like. A process of inputting information necessary for control is executed (step S100). Here, the abnormality determination information of the motor MG and the starter motor 26 is input as a result of abnormality determination (for example, an abnormality determination flag) of the motor MG and the starter motor 26 executed by an abnormality determination routine (not shown).

  When the data is thus input, it is determined whether or not the vehicle is traveling based on the vehicle speed V (step S110). If it is determined in this determination that the vehicle is not traveling, it is determined whether an abnormality has occurred in the motor MG or the starter motor 26 based on the abnormality determination information of the motor MG or the starter motor 26 (step S120). When there is no abnormality in the motor MG and the starter motor 26, or when abnormality is recognized only in the starter motor 26, the clutch C1 is turned on (step S130), the first transmission 50 is neutralized (step S140), and the second The transmission 60 is set to the first speed (step S150), the motor ECU 49 and the engine ECU 29 are instructed to start the engine 22 by cranking by the motor MG (step S160), and this routine is finished. This instruction is performed, for example, by outputting a motor torque necessary for cranking to the motor ECU 49 as a torque command Tm *, and the engine 22 has an engine speed of a predetermined speed abnormality. This is done by outputting a control signal for starting fuel injection or ignition.

  On the other hand, when it is determined in step S120 that an abnormality has occurred in motor MG, clutch C1 is turned off (step S170), and engine ECU 29 is instructed to start engine 22 by cranking by starter motor 26. (Step S180), this routine is finished. In this case, an instruction is output to the engine ECU 29, a control signal for executing cranking by the starter motor 26, a control signal for starting fuel injection and ignition when the engine 22 becomes abnormal at a predetermined speed. Is done.

  Even when it is determined in step S110 that the vehicle is traveling, it is determined whether an abnormality has occurred in the motor MG or the starter motor 26 based on the abnormality determination information of the motor MG or the starter motor 26 (step S190). When there is no abnormality in the motor MG and the starter motor 26, or when there is an abnormality only in the motor MG, the clutch C1 is turned off (step S200), and the engine ECU 29 is started to start the engine 22 by cranking by the starter motor 26. (Step S220), and this routine is finished.

On the other hand, if it is determined in step S190 that the starter motor 26 is abnormal, the rotational speed range in which the rotational speed of the input shaft 52 of the first transmission 50 is suitable for starting the engine 22 based on the vehicle speed V. The gear position of the first transmission 50 is set so as to become (step S230), and the brake B1 is turned off (step S240). Here, the rotation speed range suitable for starting the engine 22 can be set as 600 rpm to 2000 rpm, for example. In order to rotate the input shaft 52 in the rotation speed range thus set, the rotation speed of the drive shaft 36 is calculated from the vehicle speed V, and the calculated rotation speed of the drive shaft 36 is calculated at the shift stage of the first transmission 50. This can be done by selecting a gear position that is multiplied by the gear ratio and within a set speed range. Note that the timing to turn off the brake B1 needs to be performed simultaneously with the setting of the gear position of the first transmission 50 because the drive shaft 36 is rotating. Subsequently, a drive signal is output to the clutch C1 to start the engine 22 by cranking due to the frictional engagement of the clutch C1, and an instruction is given to the engine ECU 29 (step S250), and torque associated with cranking due to the frictional engagement of the clutch C1. The motor ECU 49 is instructed to set the torque command Tm * of the motor MG by adding the starting torque for suppressing the shock to the driving torque (step S260), and this routine is ended. Here, the driving torque is a torque output from the motor MG for running the vehicle, and is set based on the depression amount of the accelerator pedal 83 by the driver by a drive control routine (not shown).

  According to the hybrid vehicle 20 of the embodiment described above, the engine 22 can be started based on the state of the motor MG and the starter motor 26. For example, when the starter motor 26 is abnormal when not running, the motor MG is used to start the engine 22, and when the motor MG is abnormal when not running, the starter motor 26 is used. When the engine 22 is started and the starter motor 26 has an abnormality when traveling, the motor MG is used to start the engine 22, and when the engine MG is traveling, the starter motor 26 has an abnormality. 26 can be used to start the engine 22. That is, when an abnormality has occurred in one of the motor MG and the starter motor 26, the engine 22 is started in the direction in which no abnormality has occurred. As a result, the engine 22 can be started to run regardless of whether the motor MG or the starter motor 26 is abnormal.

  In the hybrid vehicle 20 of the embodiment, the clutch C1 that connects the crankshaft 23 of the engine 22 and the input shaft 52 of the first transmission 50 or releases the connection is provided. In addition, the engine 22 A clutch that connects the crankshaft 23 and the input shaft 62 of the second transmission 60 or releases the connection may be provided. In this case, by turning both clutches on, the rotating elements (sun gear 31, ring gear 32, carrier 34) of the power distribution and integration mechanism 30 can be rotated as an integral rotating body. Moreover, it is good also as what has the clutch which connects the sun gear 31 and the carrier 34 of the power distribution integration mechanism 30, and cancels | releases the connection. In this case, by turning on the clutch, the rotating elements of the power distribution and integration mechanism 30 can be rotated as an integral rotating body.

  In the hybrid vehicle 20 of the embodiment, a five-speed transmission is used as the first transmission 50, and a five-speed transmission with reverse is used as the second transmission 60, but the first transmission 50 is used. Alternatively, the second transmission 60 may use a transmission with four or less stages or a transmission with six or more stages. In this case, the number of gears of the first transmission 50 and the number of gears of the second transmission 60 may be the same or different.

  In the hybrid vehicle 20 of the embodiment, a single pinion type planetary gear is used as the power distribution and integration mechanism 30, but any mechanism can be used as long as it can distribute power from the engine 22 as well as a double pinion type planetary gear. It may be a thing.

  In the embodiment, one embodiment of the present invention has been described as the hybrid vehicle 20 including the engine 22, the motor MG, the power distribution and integration mechanism 30, the first transmission 50, and the second transmission 60. However, the engine 22 and the motor It is good also as a form of a power output device provided with MG, the power distribution integration mechanism 30, the 1st transmission 50, and the 2nd transmission 60. FIG. In the case of the form of a power output device, it may be mounted on a moving body such as a vehicle other than an automobile, a ship or an aircraft, or may be incorporated into a nonmoving facility or system such as a construction facility. Absent.

The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the power output device manufacturing industry and the automobile manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as one embodiment of the present invention. 3 is a flowchart showing an example of an engine start control routine executed by a hybrid electronic control unit 70.

Explanation of symbols

  20 hybrid vehicle, 22 engine, 23 crankshaft, 24 gear, 26 starter motor, 27 gear, 29 engine electronic control unit (engine ECU), 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 33 pinion gear, 34 carrier, 35 communication gear mechanism, 35a, 35b, 35c gear, 36 drive shaft, 36a to 36f drive gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 42 inverter, 44 rotational position detection sensor, 46 battery, 49 motor Electronic control unit (motor ECU), 50 1st transmission, 52 input shaft, 52a-52c input gear, 54a-54e transmission gear, 55a-55c connecting gear, 56a-56c operation member, 59 actuator, 60 Second transmission, 62 input shaft, 62a to 62c input gear, 64a to 64e transmission gear, 65a to 65c connection gear, 66a to 66c operation member, 68a transmission gear, 68b reverse gear, 69 actuator, 70 electronic control unit for hybrid 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, C1 clutch, B1 Brake.

Claims (3)

A drive device connected to and driven by an output shaft and a drive shaft of an internal combustion engine,
A motor capable of generating electricity,
Connected to the first input shaft and the drive shaft, it is possible to separate the first input shaft and the drive shaft, and to shift the power input to the first input shaft and output it to the drive shaft First transmission means,
Connected to the second input shaft and the drive shaft, it is possible to separate the second input shaft from the drive shaft and to shift the power input to the second input shaft and output it to the drive shaft Second transmission means,
A rotation mechanism that is connected to three axes of the first input shaft, the second input shaft, and the rotation shaft of the electric motor, and that rotates the remaining shaft based on the rotation of any two of the three shafts;
Connection releasing means for connecting and releasing the connection between the output shaft of the internal combustion engine and the first input shaft of the first transmission means;
Cranking means capable of cranking the internal combustion engine;
When the internal combustion engine is instructed to start, when the drive shaft is in a rotation stop state and the cranking means is abnormal, the disconnection means causes the output shaft of the internal combustion engine and the first transmission means to A state in which the first input shaft is connected and the first input shaft and the drive shaft are separated by the first transmission means, and the second input shaft and the drive shaft are connected by the second transmission means The connection releasing means, the first speed change means, and the second speed change so that the internal combustion engine is started by a first start that cranks the internal combustion engine using the power from the electric motor and starts the internal combustion engine. And the motor and the internal combustion engine. When the drive shaft is in a rotation stopped state and an abnormality occurs in the motor, the connection releasing means outputs the output shaft of the internal combustion engine. The internal combustion engine is started by a second start in which the internal combustion engine is cranked by the cranking means in a state in which the connection of the first transmission means to the first input shaft is released, and the internal combustion engine is started. The connection release means, the cranking means, and the internal combustion engine are controlled. When the drive shaft is in a rotating state and the cranking means is abnormal, the connection release means causes the output shaft of the internal combustion engine to The first speed change unit is connected to the first input shaft of the first speed change unit and the drive state of the first input shaft of the first speed change unit is within a predetermined drive state range suitable for starting the internal combustion engine. And / or changing the speed ratio of the second speed change means and using the frictional engagement between the output shaft of the internal combustion engine and the first input shaft of the first speed change means and the power from the motor, the internal combustion engine. The connection release means, the first speed change means, the second speed change means, the motor, and the internal combustion engine are controlled so that the internal combustion engine is started by a third start that cranks the function and starts the internal combustion engine. Then, when the drive shaft is in a rotating state and an abnormality occurs in the electric motor, the connection release means, the cranking means, and the internal combustion engine are controlled so that the internal combustion engine is started by the second start. Start control means;
Equipped with a,
The start control means includes the connection release means so that the internal combustion engine is started by the first start when there is no abnormality in either the motor or the cranking means when the drive shaft is in a rotation stop state. The first speed change means, the second speed change means, the electric motor, and the internal combustion engine are controlled, and when the drive shaft is in a rotating state, no abnormality has occurred in either the motor or the cranking means. Means for controlling the connection release means, the cranking means, and the internal combustion engine so that the internal combustion engine is started by two startups;
Drive device. Wherein the first transmission means and the second transmission means driving device according to claim 1, wherein a stepped transmission capable gear in a plurality of stages. An automobile comprising the drive device according to claim 1 and an internal combustion engine connected to the drive device, and an axle connected to the drive shaft.

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