JP5040965B2 - Vehicle engine start control device - Google Patents

Description

  The present invention relates to an engine start control device for a vehicle provided with a clutch that enables torque transmission between an engine and a motor.

  Conventionally, a vehicle in which a clutch is interposed between an engine and a motor is known. For example, Patent Documents 1 and 2 listed below are engine start control devices in a hybrid vehicle that is one of this type of vehicle, and increase both motor torque and clutch transmission torque capacity (engagement capacity). Describes that the engine speed is increased to start the engine. For example, the engine starting device disclosed in Patent Document 1 increases the transmission torque capacity of the clutch at a first speed in order to suppress a feeling of torque loss when starting the engine with a motor during traveling, and then The transmission torque capacity is increased at a second speed lower than the first speed. On the other hand, in the engine starting device disclosed in Patent Document 2, the target engine speed becomes equal to or less than the motor side speed of the clutch when the engine is started in order to suppress fluctuations in driving force due to transmission of the initial explosion torque of the engine. The actual engine speed is made to follow the target engine speed. The clutch transmission torque capacity is a torque capacity that the clutch can transmit from one to the other. For example, in a clutch, if the torque input from one side is smaller than the transmission torque capacity, the input torque can be transmitted to the other, but even if the torque input from one side becomes larger than the transmission torque capacity, the transmission torque capacity Torque can only be transmitted to the other side.

JP 2008-1349 A JP 2006-298078 A

  In this type of vehicle, when the engine is started by the motor torque, the engine speed of the engine (in other words, the engine speed of the clutch) is equal to the rotation speed of the drive wheel side rotating shaft of the clutch (motor side rotation). Number). In the clutch, when the engine rotational speed is higher than the rotational speed of the drive wheel side rotating shaft, the direction of the clutch transmission torque is reversed to generate vibration. In particular, the vibration increases as the clutch transmission torque increases.

  Therefore, an object of the present invention is to provide an engine start control device for a vehicle that can improve the disadvantages of the conventional example and can suppress the vibration of the clutch during the engine start control.

In order to achieve the above object, the invention according to claim 1 includes an engine, an engine side rotation shaft connected to the engine output shaft of the engine, and a drive wheel side rotation shaft connected to the drive wheel side. A clutch capable of changing the transmission torque capacity between the engine-side rotating shaft and the driving wheel-side rotating shaft, and directly or indirectly outputting electric energy as power to the driving wheel-side rotating shaft. In an engine start control device for a vehicle including an electric motor, when the engine is started with the output torque of the electric motor transmitted along with the clutch engagement control, the motor is increased by the output torque of the electric motor through the clutch. by engine speed and the engine has started is no later than the same rotational speed and the rotational speed of the driving wheel-side rotating shaft, the engine speed is the driving wheel-side rotation Of one to to a size to reduce the torque fluctuation when exceeds the rotational speed gradually decreases the transfer torque capacity of the clutch, before the reduction in the transmission torque capacity is performed, the clutch transmission with decreasing the transmission torque capacity The transmission torque capacity of the clutch is increased to the increase limit value of the output torque of the motor so as to at least compensate for the decrease in torque.

  The engine start control device for a vehicle according to the present invention reduces the transmission torque capacity of the clutch when the engine rotational speed (the rotational speed of the engine-side rotational shaft of the clutch) becomes higher than the rotational speed of the drive wheel-side rotational shaft of the clutch. Let In other words, the engine start control device reduces the transmission torque capacity of the clutch until the engine speed reaches the same speed as that of the drive wheel side rotating shaft at the latest. For this reason, since the clutch transmission torque can be reduced when the engine speed increases to the same rotational speed as that of the drive wheel side rotary shaft, the difference when the direction of the clutch transmission torque is reversed is reduced. Therefore, the engine start control device can suppress vibrations in the clutch before and after the engine speed and the rotational speed of the drive wheel side rotating shaft become the same.

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle to which an engine start control device according to the present invention is applied. FIG. 2 is a diagram showing a specific configuration of the dual clutch mechanism. FIG. 3 is a flowchart illustrating a control operation during engine start control. FIG. 4 is a time chart comparing changes in the clutch transmission torque capacity during engine start control with a conventional example. FIG. 5 is a time chart comparing the clutch transmission torque, the motor torque, the driving wheel side rotation speed, and the engine rotation speed during engine start control with those of the conventional example. FIG. 6 is a time chart comparing the change in clutch transmission torque capacity during engine start control with another conventional example. FIG. 7 is a time chart comparing the clutch transmission torque, motor torque, drive wheel side rotation speed, and engine rotation speed during engine start control with other conventional examples. FIG. 8 is a diagram showing another specific configuration of the dual clutch mechanism.

  Embodiments of a vehicle engine start control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  An embodiment of a vehicle engine start control device according to the present invention will be described with reference to FIGS.

  FIG. 1 shows an example of a vehicle to be controlled by the engine start control device of this embodiment. Here, as the vehicle, a prime mover that converts energy such as heat into mechanical energy and outputs it as power and an electric motor that converts electrical energy into mechanical energy and outputs it as power are used as power sources. A hybrid vehicle in which the power of the power source is transmitted to the drive wheels via an automatic transmission will be described as an example. Reference numeral 1 in FIG. 1 indicates the hybrid vehicle of this embodiment. An example of the automatic transmission is a so-called dual clutch transmission that transmits power from a power source to driving wheels as driving force without interruption. The dual clutch transmission can be broadly divided into a first transmission mechanism composed of an odd number of gears (hereinafter referred to as “odd number”) and an even number of gears (hereinafter referred to as “even number”). A first clutch configured to transmit power from the power source to the first speed change mechanism, or to interrupt transmission of the power, interposed between the second speed change mechanism configured by the power source and the first speed change mechanism; And a second clutch that is interposed between the power source and the second speed change mechanism and transmits power from the power source to the second speed change mechanism or interrupts transmission of the power.

  Initially, the structure of the hybrid vehicle 1 of a present Example is demonstrated using FIG.

  The hybrid vehicle 1 includes an engine 10 as a prime mover, a motor / generator 20 as an electric motor, and left and right drive wheels WL using the power (engine torque and motor torque) of the engine 10 and the motor / generator 20 as driving forces. , And a power transmission device for transmitting to WR (a dual clutch transmission 30 and a final reduction device 70 having a plurality of gears described later).

  In addition, the hybrid vehicle 1 is provided with an electronic control unit 100 that controls operations of the engine 10, the motor / generator 20, and the dual clutch transmission 30. The electronic control unit 100 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program and the like, and a RAM (Random Access Memory) that temporarily stores the calculation result of the CPU. , And a backup RAM for storing information prepared in advance.

  The engine 10 includes an internal combustion engine that is a heat engine that burns fuel in a combustion chamber and converts thermal energy generated thereby into mechanical energy, and heat and cooling are repeatedly performed on the gas inside the engine with a heat source outside the engine. An external combustion engine that is a heat engine that converts thermal energy into mechanical energy by expanding and contracting the gas can be considered. Here, a former reciprocating piston engine that uses gasoline as fuel and outputs mechanical power from an engine output shaft (crankshaft) 11 by a reciprocating motion of a piston (not shown) will be exemplified.

  The engine 10 is provided with a fuel injection device and an ignition device (not shown), and the operation of the fuel injection device and the ignition device is controlled by engine control means of the electronic control device 100. The engine control means controls the fuel injection amount of the fuel injection device, the fuel injection timing, and the like, and also controls the ignition timing of the ignition device and mechanical power (that is, engine torque) output from the engine output shaft 11. Adjust the size of. Further, the engine 10 is provided with a crank angle sensor 12 that detects a rotation angle (crank angle) of the engine output shaft 11. The crank angle sensor 12 transmits a detection signal to the electronic control unit 100, and the electronic control unit 100 calculates the engine speed NE based on the detection signal.

  The motor / generator 20 functions as a motor that converts the supplied electric power into mechanical power (that is, motor torque) and outputs it, and as a generator that converts the input mechanical power into electric power and recovers it. It has a function. The motor / generator 20 is configured, for example, as a permanent magnet type AC synchronous motor, and is rotated by being attracted to the rotating magnetic field by a stator 21 that is supplied with three-phase AC power from the inverter 27 and forms a rotating magnetic field. And a rotor 22 as a rotor. The motor / generator 20 is provided with a rotation sensor (resolver) (not shown) that detects the rotation angle position of the rotor 22, and the rotation sensor transmits a detection signal to the electronic control unit 100.

  In the present embodiment, the motor torque of the motor / generator 20 is input to the second transmission mechanism 50 described later, while the torque related to the mechanical power from the second transmission mechanism 50 is input to the motor / generator 20. Constitute. Accordingly, the input shaft 51 of the second speed change mechanism 50 is connected to the rotor 22 of the motor / generator 20 so as to function as the rotating shaft of the motor / generator 20. Therefore, the motor / generator 20 is operated as a motor to transmit the motor torque output from the rotor 22 to the second transmission mechanism 50, and is operated as a generator, whereby the input shaft 51 of the second transmission mechanism 50 is obtained. Is transmitted to the rotor 22.

  Here, the DC power from the secondary battery 28 can be converted into AC power by the inverter 27 and supplied to the motor / generator 20. The motor / generator 20 to which the AC power is supplied operates as a motor and outputs motor torque from the rotor 22. On the other hand, when the motor / generator 20 is operated as a generator, the AC power from the motor / generator 20 is converted into DC power by the inverter 27 and recovered into the secondary battery 28 (that is, power regeneration is performed). ) Or braking force can be applied to the drive wheels WL and WR while power is regenerated (that is, regenerative braking is performed). At this time, when the mechanical power (output torque) output from the input shaft 51 of the second transmission mechanism 50 is input to the rotor 22, the motor / generator 20 converts the input torque into AC power. The operation of the inverter 27 is controlled by motor / generator control means of the electronic control device 100.

  The hybrid vehicle 1 is provided with a battery monitoring unit 29 that detects a state of charge (SOC) of the secondary battery 28. The battery monitoring unit 29 transmits a signal related to the detected state of charge of the secondary battery 28 (in other words, a signal related to the state of charge (SOC amount)) to the motor / generator ECU 102. The motor / generator ECU 102 determines the charging state of the secondary battery 28 based on the signal, and determines whether the secondary battery 28 needs to be charged.

  As described above, the power transmission device transmits the power (engine torque or motor torque) of the engine 10 or the motor / generator 20 to the left and right drive wheels WL and WR as a driving force, and outputs torque related to the power. Is shifted and decelerated by the dual clutch transmission 30 and the final reduction device 70 to change the size and output to the drive shafts (drive shafts) DL and DR connected to the left and right drive wheels WL and WR. is there.

  The dual clutch transmission 30 illustrated here has five forward speeds and one reverse speed, and the first speed gear stage 41, the second speed gear stage 52, the first speed gear stage, and the like. A third gear stage 43, a fourth gear stage 54, and a fifth gear stage 45 are provided, and a reverse gear stage 49 is provided as a reverse gear stage. The forward shift speed is configured such that the gear ratio decreases in the order of the first speed gear stage 41, the second speed gear stage 52, the third speed gear stage 43, the fourth speed gear stage 54, and the fifth speed gear stage 45. is doing.

  The dual clutch transmission 30 includes a first speed change mechanism 40 having a first speed stage group consisting of a plurality of kinds of speed stages and a second speed stage group consisting of a plurality of different speed stages. Using either one of the two speed change mechanism 50 and the first clutch 61 or the second clutch 62, the engine torque from the engine output shaft 11 is set to either the first speed change mechanism 40 or the second speed change mechanism 50. And a dual clutch mechanism 60 for transmission to one.

  First, the first transmission mechanism 40 will be described in detail. The first speed change mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs corresponding to each speed stage, and the first speed stage group includes an odd number of first speed gears 41, A third gear stage 43, a fifth gear stage 45, and a reverse gear stage 49 are provided. The first speed change mechanism 40 uses the input torque input to the input shaft 42 as a first speed stage group (first speed gear stage 41, third speed gear stage 43, fifth speed gear stage 45, or reverse gear stage 49). The gear is shifted using any one of the gears and output to the output shaft 31 of the dual clutch transmission 30.

  The first clutch 61 of the dual clutch mechanism 60 is connected to the input shaft 42 of the first transmission mechanism 40 at one end thereof. Therefore, the engine torque from the engine 10 can be input to the input shaft 42 via the first clutch 61. That is, the engine torque of the engine 10 via the first clutch 61 corresponds to the input torque to the input shaft 42 of the first transmission mechanism 40.

  The first speed gear stage 41 is constituted by a gear pair of a first speed main gear 41a and a first speed counter gear 41c that are in mesh with each other. The first speed main gear 41 a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the first speed counter gear 41 c is attached to the output shaft 44 so as to be rotatable relative to the output shaft 44 of the first transmission mechanism 40. The input shaft 42 and the output shaft 44 are arranged in parallel at a predetermined interval.

  Here, in the first speed change mechanism 40, a first speed coupling mechanism 41d that engages the first speed counter gear 41c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The first speed coupling mechanism 41d has an engagement state in which the first speed counter gear 41c and the output shaft 44 are engaged so as to rotate integrally, and the first speed counter gear 41c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. For example, the first speed coupling mechanism 41d includes a shift engagement sleeve that creates the engagement state, a shift release sleeve that creates the release state, and the shift engagement sleeve or the shift release sleeve, although not shown. And an actuator (sleeve operating motor) for switching between the engaged state and the released state. The operation of the actuator is controlled by the shift control means of the electronic control unit 100. When the first speed gear stage 41 is selected, the speed change control means can operate the first speed coupling mechanism 41d to be in an engaged state and execute a speed change operation at the first speed gear stage 41. If any other gear is selected, the first speed coupling mechanism 41d is operated to be in a released state (non-engaged state) so as to avoid the gear shifting operation at the first speed gear 41. Let

  When the first speed gear stage 41 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 sets the first speed counter gear 41 c and the output shaft 44 so that they are engaged. The fast coupling mechanism 41d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the first speed main gear 41a and the first speed counter gear 41c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the first speed gear stage 41 is transmitted to the output shaft 44.

  The third speed gear stage 43 is constituted by a gear pair of a third speed main gear 43a and a third speed counter gear 43c that are in mesh with each other. The third speed main gear 43a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the third speed counter gear 43 c is attached to the output shaft 44 so as to be able to rotate relative to the output shaft 44 of the first transmission mechanism 40.

  Here, in the first speed change mechanism 40, a third speed coupling mechanism 43d that engages the third speed counter gear 43c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The third speed coupling mechanism 43d is in an engaged state in which the third speed counter gear 43c and the output shaft 44 are engaged so as to rotate integrally, and the third speed counter gear 43c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. For example, the third speed coupling mechanism 43d includes the same shift engagement sleeve, shift release sleeve, and actuator (sleeve operation motor) as the first speed coupling mechanism 41d. When the third speed gear stage 43 is selected, the speed change control means of the electronic control device 100 operates the third speed coupling mechanism 43d so as to be in an engaged state, and shifts at the third speed gear stage 43. When the operation can be executed and any other gear position is selected, the third speed coupling mechanism 43d is set in the released state (non-engaged state) to avoid the speed change operation at the third speed gear stage 43. Act as follows.

  When the third speed gear stage 43 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 performs the third operation so that the third speed counter gear 43 c and the output shaft 44 are engaged. The quick coupling mechanism 43d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the third speed main gear 43a and the third speed counter gear 43c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the third gear 43 is transmitted to the output shaft 44.

  The fifth speed gear stage 45 is constituted by a gear pair of a fifth speed main gear 45a and a fifth speed counter gear 45c that are in mesh with each other. The fifth speed main gear 45a is attached to the input shaft 42 so as to rotate together with the input shaft 42 of the first transmission mechanism 40. On the other hand, the fifth speed counter gear 45 c is attached to the output shaft 44 so as to be rotatable relative to the output shaft 44 of the first transmission mechanism 40.

  Here, in the first speed change mechanism 40, a fifth speed coupling mechanism 45d that engages the fifth speed counter gear 45c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. It has. The fifth speed coupling mechanism 45d has an engagement state in which the fifth speed counter gear 45c and the output shaft 44 are engaged so as to rotate integrally, and the fifth speed counter gear 45c and the output shaft 44 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. For example, the fifth speed coupling mechanism 45d includes the same shift engagement sleeve, shift release sleeve, and actuator (sleeve operation motor) as the first speed coupling mechanism 41d. When the fifth speed gear stage 45 is selected, the speed change control means of the electronic control unit 100 operates the fifth speed coupling mechanism 45d so as to be in an engaged state, and shifts at the fifth speed gear stage 45. When the operation can be executed and any other gear stage is selected, the fifth speed coupling mechanism 45d is brought into a released state (non-engaged state) in order to avoid the gear shifting operation at the fifth speed gear stage 45. Act as follows.

  When the fifth speed gear stage 45 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 performs the fifth operation so that the fifth speed counter gear 45 c and the output shaft 44 are engaged. The fast coupling mechanism 45d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is transmitted to the output shaft 44 via the fifth speed main gear 45a and the fifth speed counter gear 45c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the fifth speed gear stage 45 is transmitted to the output shaft 44.

  The reverse gear stage 49 includes a reverse main gear 49a, a reverse intermediate gear 49b, and a reverse counter gear 49c. The reverse main gear 49a is attached to the input shaft 42 so as to rotate integrally with the input shaft 42 of the first transmission mechanism 40. The reverse intermediate gear 49b is in mesh with the reverse main gear 49a and the reverse counter gear 49c, and rotates so as to be able to rotate integrally with a rotation shaft 49f different from the input shaft 42 and the output shaft 44 of the first transmission mechanism 40. It is attached to the shaft 49f. The reverse counter gear 49 c is attached to the output shaft 44 so as to be able to rotate relative to the output shaft 44 of the first transmission mechanism 40.

  Here, the first transmission mechanism 40 is provided with a reverse coupling mechanism 49d that engages the reverse counter gear 49c and the output shaft 44, which can rotate relative to each other, if necessary so that they can rotate together. . The reverse coupling mechanism 49d is engaged (engaged so that the reverse counter gear 49c and the output shaft 44 rotate together), and released (non-rotated) so that the reverse counter gear 49c and the output shaft 44 rotate relative to each other. It is configured to be able to switch between a released state (non-engaged state) to be engaged). For example, the reverse coupling mechanism 49d includes a shift engagement sleeve, a shift release sleeve, and an actuator (sleeve operation motor) similar to the first speed coupling mechanism 41d. When the reverse gear stage 49 is selected, the shift control means of the electronic control device 100 operates the reverse coupling mechanism 49d to be in an engaged state so that the shift operation at the reverse gear stage 49 can be executed. If any other gear stage is selected, the reverse coupling mechanism 49d is operated to be in a released state (non-engaged state) in order to avoid a shift operation at the reverse gear stage 49.

  When the reverse gear stage 49 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 sets the reverse coupling mechanism 49d so that the reverse counter gear 49c and the output shaft 44 are engaged. Operate. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 42 of the first transmission mechanism 40 is applied to the output shaft 44 via the reverse main gear 49a, the reverse intermediate gear 49b, and the reverse counter gear 49c. It is transmitted. That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 42 at the reverse gear stage 49 is transmitted to the output shaft 44.

  A first drive gear 44 a is attached to the output shaft 44 of the first transmission mechanism 40 so as to rotate together with the output shaft 44. The first drive gear 44 a is meshed with a power integrated gear 32 that rotates integrally with the output shaft 31 of the dual clutch transmission 30. Accordingly, the output shaft 31 of the dual clutch transmission 30 has a rotational torque (output torque) of the output shaft 44 of the first transmission mechanism 40 changed according to the gear ratio between the first drive gear 44a and the power integrated gear 32. ) Is transmitted. The first drive gear 44a, the power integration gear 32, and the output shaft 31 together with the final reduction gear 70 and the drive shafts DL and DR, which will be described later, direct the output torque after the shift in the first transmission mechanism 40 to the drive wheels WL and WR. To transmit torque.

  Next, the second speed change mechanism 50 will be described in detail. Similar to the first transmission mechanism 40, the second transmission mechanism 50 is configured as a parallel shaft gear device including a plurality of gear pairs corresponding to each gear stage, and is an even-numbered second speed gear stage. 52 and a fourth speed gear stage 54 are provided as a second gear stage group. The second speed change mechanism 50 uses the input torque input to the input shaft 51 as the second speed stage group (the second speed gear stage 52 or the fourth speed gear stage 54). The speed is changed and output to the output shaft 31 of the dual clutch transmission 30.

  The input shaft 51 of the second speed change mechanism 50 is connected to the second clutch 62 of the dual clutch mechanism 60 on one end side, and the motor / generator 20 is connected to the other end side as described above. Therefore, the engine torque from the engine 10 can be input to the input shaft 51 via the second clutch 62, and the motor torque from the motor / generator 20 can be input. That is, the input torque to the second transmission mechanism 50 corresponds to the engine torque of the engine 10 via the second clutch 62 and the motor torque of the motor / generator 20.

  The second speed gear stage 52 is constituted by a gear pair of a second speed main gear 52a and a second speed counter gear 52c that are in mesh with each other. The second speed main gear 52a is attached to the input shaft 51 so as to rotate integrally with the input shaft 51 of the second transmission mechanism 50. On the other hand, the second speed counter gear 52 c is attached to the output shaft 53 so as to be rotatable relative to the output shaft 53 of the second transmission mechanism 50. The input shaft 51 and the output shaft 53 are arranged in parallel at a predetermined interval.

  Here, the second speed change mechanism 50 includes a second speed coupling mechanism 52d that engages the second speed counter gear 52c and the output shaft 53 that can rotate relative to each other as necessary so that the second speed gear 52c and the output shaft 53 can rotate together. It has. The second speed coupling mechanism 52d has an engagement state in which the second speed counter gear 52c and the output shaft 53 are engaged so as to rotate integrally, and the second speed counter gear 52c and the output shaft 53 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. For example, the second speed coupling mechanism 52d includes the same shift engagement sleeve, shift release sleeve, and actuator (sleeve operation motor) as the first speed coupling mechanism 41d. When the second speed gear stage 52 is selected, the speed change control means of the electronic control unit 100 operates the second speed coupling mechanism 52d to be in an engaged state, and shifts at the second speed gear stage 52. When the operation can be executed and any other gear position is selected, the second speed coupling mechanism 52d is released from the disengaged state (non-engaged state) in order to avoid the gear shifting operation at the second gear stage 52. Act as follows.

  When the second speed gear stage 52 is selected in the dual clutch transmission 30, the speed change control means of the electronic control unit 100 performs the second operation so that the second speed counter gear 52 c and the output shaft 53 are engaged. The quick coupling mechanism 52d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 51 of the second transmission mechanism 50 is transmitted to the output shaft 53 via the second speed main gear 52a and the second speed counter gear 52c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 51 by changing the speed at the second gear stage 52 is transmitted to the output shaft 53.

  The fourth speed gear stage 54 is constituted by a gear pair of a fourth speed main gear 54a and a fourth speed counter gear 54c that are in mesh with each other. The fourth speed main gear 54 a is attached to the input shaft 51 so as to rotate integrally with the input shaft 51 of the second transmission mechanism 50. On the other hand, the fourth speed counter gear 54 c is attached to the output shaft 53 so as to be rotatable relative to the output shaft 53 of the second transmission mechanism 50.

  Here, in the second speed change mechanism 50, a fourth speed coupling mechanism 54d that engages the fourth speed counter gear 54c and the output shaft 53, which can rotate relative to each other, as necessary so that they can rotate together. It has. The fourth speed coupling mechanism 54d is engaged with the fourth speed counter gear 54c and the output shaft 53 so as to rotate together, and the fourth speed counter gear 54c and the output shaft 53 are relatively rotated. It is configured so that it can be switched between a released state (non-engaged state) in which it is released (non-engaged) as described above. For example, the fourth speed coupling mechanism 54d includes a shift engagement sleeve, a shift release sleeve, and an actuator (sleeve operation motor) similar to the first speed coupling mechanism 41d. When the fourth speed gear stage 54 is selected, the shift control means of the electronic control unit 100 operates the fourth speed coupling mechanism 54d so as to be in the engaged state, and shifts at the fourth speed gear stage 54. When the operation can be executed and any other gear position is selected, the fourth speed coupling mechanism 54d is released (disengaged) to avoid the gear shift operation at the fourth gear stage 54. Act as follows.

  When the fourth speed gear stage 54 is selected in the dual clutch transmission 30, the shift control means of the electronic control unit 100 performs the fourth operation so that the fourth speed counter gear 54 c and the output shaft 53 are engaged. The fast coupling mechanism 54d is operated. Thereby, in this dual clutch transmission 30, the rotational torque (input torque) at the input shaft 51 of the second transmission mechanism 50 is transmitted to the output shaft 53 via the fourth speed main gear 54a and the fourth speed counter gear 54c. . That is, in this case, the rotational torque (output torque) obtained by changing the rotational torque of the input shaft 51 by changing the speed at the fourth speed gear stage 54 is transmitted to the output shaft 53.

  A second drive gear 53 a is attached to the output shaft 53 of the second speed change mechanism 50 so as to rotate together with the output shaft 53. The second drive gear 53a is meshed with the power integration gear 32 described above. Accordingly, the output shaft 31 of the dual clutch transmission 30 has a rotational torque (output torque) of the output shaft 53 of the second transmission mechanism 50 changed according to the gear ratio between the second drive gear 53a and the power integrated gear 32. Is transmitted. The second drive gear 53a, the power integration gear 32, and the output shaft 31 together with the final reduction gear 70 and the drive shafts DL and DR, which will be described later, direct the output torque after the shift in the second transmission mechanism 50 to the drive wheels WL and WR. To transmit torque.

  Next, the dual clutch mechanism 60 will be described in detail. As described above, the dual clutch mechanism 60 uses any one of the first clutch 61 or the second clutch 62 to generate the engine torque of the engine 10 within the first transmission mechanism 40 or the second transmission mechanism 50. To any one of them.

  First, the first clutch 61 engages the engine output shaft 11 with the input shaft 42 of the first speed change mechanism 40, and releases the engine output shaft 11 and the input shaft 42 from the engaged state (non-non-actuated). The friction clutch device is configured to be able to switch between a released state (non-engaged state) to be engaged). The engaged state referred to here is a state where torque can be transmitted between the engine output shaft 11 and the input shaft 42, and the released state (non-engaged state) refers to the engine output shaft 11. And the input shaft 42 cannot transmit torque.

  For example, as the first clutch 61, a dry or wet single-plate clutch or a multi-plate clutch may be used. Here, a friction type disc clutch is used that has a disc-shaped friction plate and transmits engine torque from the engine 10 to the first transmission mechanism 40 by the frictional force of the friction plate. The first clutch 61 inputs an engine torque transmitted from the engine output shaft 11 by engaging the engine output shaft 11 and the input shaft 42 of the first transmission mechanism 40 by engaging. Is transmitted to the shaft 42. Thus, in the first speed change mechanism 40, the engine torque is shifted at any one of the first speed gear stage 41, the third speed gear stage 43, the fifth speed gear stage 45, or the reverse gear stage 49 and output. It is transmitted to the shaft 44.

  Further, the second clutch 62 engages the engine output shaft 11 with the input shaft 51 of the second transmission mechanism 50, and releases the engine output shaft 11 and the input shaft 51 from the engaged state (not). The friction clutch device is configured to be able to switch between a released state (non-engaged state) to be engaged). The engaged state referred to here is a state where torque can be transmitted between the engine output shaft 11 and the input shaft 51, and the released state (non-engaged state) refers to the engine output shaft 11. And the input shaft 51 cannot transmit torque.

  For example, as the second clutch 62, similarly to the first clutch 61, a dry or wet single plate clutch or a multi-plate clutch may be used. Here, a friction type disc clutch is used that has a disc-shaped friction plate and transmits engine torque from the engine 10 to the second transmission mechanism 50 by the frictional force of the friction plate. The second clutch 62 performs an engaging operation to bring the engine output shaft 11 and the input shaft 51 of the second transmission mechanism 50 into an engaged state, thereby inputting the engine torque transmitted from the engine output shaft 11. Is transmitted to the shaft 51. As a result, in the second speed change mechanism 50, the engine torque is changed at either the second speed gear stage 52 or the fourth speed gear stage 54 and transmitted to the output shaft 53.

  The first clutch 61 and the second clutch 62 are controlled by the electronic control unit 100 via the actuators 61a and 62a shown in FIG. The electronic control device 100 includes clutch control means for switching only one of the first clutch 61 and the second clutch 62 to an engaged state and switching the other to a released state (non-engaged state). . Therefore, the dual clutch mechanism 60 can transmit the engine torque of the engine 10 only to either the first transmission mechanism 40 or the second transmission mechanism 50. The clutch control means is also configured to be able to switch both the first clutch 61 and the second clutch 62 to a released state (non-engaged state). For this reason, the dual clutch mechanism 60 can prevent the engine torque of the engine 10 from being transmitted to the first transmission mechanism 40 and the second transmission mechanism 50.

  Hereinafter, a specific structure of the dual clutch mechanism 60 will be described in detail with reference to FIG.

  The dual clutch mechanism 60 includes an annular or disk-like friction plate 61b constituting the first clutch 61, an annular or disk-like friction plate 62b constituting the second clutch 62, and the friction plates 61b, And a clutch housing 63 for accommodating 62b. The clutch housing 63 is disposed concentrically with the engine output shaft 11 and via an engine-side rotation shaft (hereinafter referred to as “engine-side rotation shaft”) 63 a of the dual clutch mechanism 60 with respect to the engine output shaft 11. Are in a combined state. Therefore, the clutch housing 63 rotates integrally with the engine output shaft 11. The engine-side rotation shaft 63a is a rotation shaft common to the first clutch 61 and the second clutch 62.

  Here, the input shaft 42 of the first speed change mechanism 40 and the input shaft 51 of the second speed change mechanism 50 have a double shaft structure arranged coaxially as shown in FIG. Here, the input shaft 42 of the first transmission mechanism 40 is formed as a hollow shaft, and the input shaft 51 of the second transmission mechanism 50 is disposed inside the input shaft 42 so as to be able to rotate relative to each other. is doing. One end of the input shaft 51 of the second speed change mechanism 50 extends from the input shaft 42 of the first speed change mechanism 40 toward the engine 10. The friction plate 61b constituting the first clutch 61 has a drive wheel side rotation shaft (hereinafter referred to as “drive wheel side rotation shaft”) 61c of the first clutch 61 at one end of the input shaft 42 of the first transmission mechanism 40. The friction plate 62b constituting the second clutch 62 is attached to one end of the input shaft 51 of the second transmission mechanism 50 via the drive wheel side rotating shaft 62c of the second clutch 62. It is mounted on a concentric circle. These friction plates 61b and 62b also rotate relative to each other.

  In the dual clutch transmission 30 of the present embodiment, the first speed gear stage 41 of the first transmission mechanism 40, the first speed shift mechanism 40, from the engine output shaft 11 side to the output shaft 31 side of the dual clutch transmission 30, The first speed main gear 41a, the third speed main gear 43a, the fifth speed main gear 45a and the reverse main gear 49a in the third speed gear stage 43, the fifth speed gear stage 45 and the reverse gear stage 49 are disposed on the input shaft 42, and In addition, the second speed main gear 52 a and the fourth speed main gear 54 a in the second speed gear stage 52 and the fourth speed gear stage 54 of the second transmission mechanism 50 are disposed on the input shaft 51.

  The first clutch 61 includes, in addition to the friction plate 61b, a friction plate operating member (not shown) disposed to face the surface of the friction plate 61b opposite to the friction material portion, and the friction plate operating member. And an actuator 61a for driving the motor. As the actuator 61a, for example, a clutch operation motor that drives the friction plate operating member by increasing or decreasing the rotational speed and the rotational torque is used. When switching the first clutch 61 to the engaged state, the clutch control means of the electronic control device 100 controls the rotational speed and the rotational torque so that the friction plate actuating member presses the friction plate 61b against the clutch housing 63. Actuator 61a is operated. As a result, a frictional force is generated between the friction material portion of the friction plate 61b and the clutch housing 63, and the friction plate 61b and the clutch housing 63 start to rotate together. In this way, the first clutch 61 engages the engine output shaft 11 and the input shaft 42 of the first transmission mechanism 40, and enables torque transmission between them. Here, as the actuator 61a, for example, an actuator that operates by increase / decrease control of hydraulic pressure (hereinafter referred to as "first clutch hydraulic pressure") may be used. In this case, when the first clutch 61 is switched to the engaged state, the clutch control means controls the pressure increase of the first clutch oil pressure so that the friction plate actuating member presses the friction plate 61b against the clutch housing 63. Is activated.

  The clutch control means is the amount of operation of the actuator 61a (in other words, the amount of engagement between the input shaft 42 and the engine output shaft 11, which is the amount of change in the rotational speed and rotational torque and the first clutch hydraulic pressure. And the amount of movement of the friction plate actuating member (in other words, the pressing force of the friction plate 61b to the clutch housing 63) is controlled to set the transmission torque capacity TC1 of the first clutch 61 to a desired value. Change to size. The clutch control means changes the transmission torque capacity TC1 to create three operating states of a released state, a semi-engaged state, and a fully engaged state. The operating state changes in the order of the disengaged state, the semi-engaged state, and the fully engaged state as the transmission torque capacity TC1 increases. The released state referred to here indicates a state where the friction plate 61b and the clutch housing 63 are not in contact with each other. On the other hand, in the half-engaged state, the friction plate 61b and the clutch housing 63 come into contact with each other under the control of the actuator 61a, and the friction plate 61b and the clutch housing 63 rotate (in other words, the engine output shaft 11 and the first housing). The state until the rotation of the input shaft 42 of the speed change mechanism 40 is synchronized. For this reason, the completely engaged state here refers to a state after the rotation of the friction plate 61b and the clutch housing 63 is synchronized. Here, in the half-engaged state, as the transmission torque capacity TC1 of the first clutch 61 increases, the degree of half-engagement approaches the fully-engaged state. The same applies to the second clutch 62 with respect to the released state, the semi-engaged state, and the fully engaged state.

  When the rotational torque of the engine-side rotating shaft 63a is smaller than the transmission torque capacity TC1 in the half-engaged state and the fully-engaged state, the first clutch 61 transmits the rotational torque of the engine-side rotating shaft 63a to the drive wheel side. This is transmitted to the rotating shaft 61c. At this time, the rotational torque having the same magnitude as the rotational torque of the engine-side rotational shaft 63a is transmitted to the drive wheel-side rotational shaft 61c as the clutch transmission torque TC1r. On the other hand, when the rotational torque of the engine-side rotation shaft 63a is equal to or greater than the transmission torque capacity TC1, only the transmission torque capacity TC1 is transmitted to the drive wheel-side rotation shaft 61c. At this time, the rotational torque having the same magnitude as that of the transmission torque capacity TC1 is transmitted to the drive wheel side rotation shaft 61c as the clutch transmission torque TC1r. Conversely, when the rotational torque of the driving wheel side rotating shaft 61c is smaller than the transmission torque capacity TC1, the rotational torque having the same magnitude as the rotational torque of the driving wheel side rotating shaft 61c is used as the clutch transmission torque TC1r. When the rotational torque of the drive wheel side rotational shaft 61c is greater than or equal to the transmission torque capacity TC1, the rotational torque having the same magnitude as the transmission torque capacity TC1 is transmitted as the clutch transmission torque TC1r to the engine side rotational shaft 63a. Not.

  The clutch transmission torque TC1r is a torque that is actually transmitted between the engine-side rotating shaft 63a and the drive wheel-side rotating shaft 61c. In the present embodiment, the clutch transmission torque TC1r is positive when the torque is transmitted from the engine side rotating shaft 63a to the drive wheel side rotating shaft 61c, and the torque is transmitted from the driving wheel side rotating shaft 61c to the engine side rotating shaft 63a. Is negative if is transmitted.

  In addition, the first clutch 61 stops the operation of the actuator 61a as a mode when switching from the fully engaged state or the semi-engaged state to the disengaged state (non-engaged state). The friction plate 61b may be separated from the clutch housing 63, and the actuator 61a is operated in a direction opposite to that in the engaging operation, and the friction plate operating member is moved to separate the friction plate 61b from the clutch housing 63. It may be.

  The second clutch 62 includes a friction plate operating member (not shown) and an actuator 62a similar to the first clutch 61 in addition to the friction plate 62b. When switching the second clutch 62 to the engaged state, the clutch control means controls the increase and decrease of the rotational speed and the rotational torque, and operates the actuator 62a so that the friction plate operating member presses the friction plate 62b against the clutch housing 63. . As a result, a frictional force is generated between the friction material portion of the friction plate 62b and the clutch housing 63, and the friction plate 62b and the clutch housing 63 start to rotate together. In this way, the second clutch 62 engages the engine output shaft 11 and the input shaft 51 of the second transmission mechanism 50, and enables torque transmission therebetween. Here, the actuator 62a may be one that operates by increasing / decreasing the hydraulic pressure (hereinafter referred to as “second clutch hydraulic pressure”). In this case, the clutch control means engages the second clutch 62. When switching to, the second clutch hydraulic pressure is controlled to increase, and the actuator 62 a is operated so that the friction plate operating member presses the friction plate 62 b against the clutch housing 63.

  The clutch control means is the amount of operation of the actuator 62a (in other words, the amount of engagement between the input shaft 51 and the engine output shaft 11, which is the amount of change in the rotational speed and torque, the second clutch hydraulic pressure, etc. And the amount of movement of the friction plate actuating member (in other words, the pressing force of the friction plate 62b to the clutch housing 63) is controlled to set the transmission torque capacity TC2 of the second clutch 62 to a desired value. Change to size. The clutch control means changes the transmission torque capacity TC2 to create three operating states, a released state, a semi-engaged state, and a fully engaged state.

  When the rotational torque of the engine-side rotating shaft 63a is smaller than the transmission torque capacity TC2 in the half-engaged state and the fully-engaged state, the second clutch 62 transmits the rotational torque of the engine-side rotating shaft 63a to the drive wheel side. This is transmitted to the rotating shaft 62c. At this time, a rotational torque having the same magnitude as the rotational torque of the engine-side rotational shaft 63a is transmitted to the drive wheel-side rotational shaft 62c as the clutch transmission torque TC2r. On the other hand, when the rotational torque of the engine-side rotation shaft 63a is equal to or greater than the transmission torque capacity TC2, only the transmission torque capacity TC2 is transmitted to the drive wheel-side rotation shaft 62c. At this time, the rotational torque having the same magnitude as that of the transmission torque capacity TC2 is transmitted to the drive wheel side rotation shaft 62c as the clutch transmission torque TC2r. Conversely, when the rotational torque of the driving wheel side rotating shaft 62c is smaller than the transmission torque capacity TC2, the rotational torque having the same magnitude as the rotational torque of the driving wheel side rotating shaft 62c is used as the clutch transmission torque TC2r. When the rotational torque of the drive wheel side rotational shaft 62c is greater than or equal to the transmission torque capacity TC2, the rotational torque having the same magnitude as the transmission torque capacity TC2 is transmitted to the engine side rotational shaft 63a as the clutch transmission torque TC2r. Not.

  The clutch transmission torque TC2r is a torque that is actually transmitted between the engine-side rotating shaft 63a and the drive wheel-side rotating shaft 62c. In this embodiment, the clutch transmission torque TC2r is positive when the torque is transmitted from the engine-side rotating shaft 63a to the driving wheel-side rotating shaft 62c, and the torque is transmitted from the driving wheel-side rotating shaft 62c to the engine-side rotating shaft 63a. Is negative if is transmitted.

  In addition, the clutch control means adjusts the degree of half-engagement by changing the transmission torque capacity TC2 in the half-engaged state.

  Here, as with the first clutch 61, the second clutch 62 stops the operation of the actuator 62a as a mode when switching from the fully engaged state or the semi-engaged state to the released state (non-engaged state). The friction plate 62b may be separated from the clutch housing 63 by a repulsive force or the like. The actuator 62a is operated in a direction opposite to that in the engaged state, and the friction plate operating member is moved to move the friction plate 62b. It may be separated from the clutch housing 63.

  The final reduction gear 70 decelerates the input torque input from the output shaft 31 of the dual clutch transmission 30 and distributes it to the left and right drive shafts DL and DR. The final reduction gear 70 includes a pinion gear 71 attached to the end of the output shaft 31, a ring gear 72 that meshes with the pinion gear 71 and converts the rotation direction to an orthogonal direction while reducing the rotation torque of the pinion gear 71, And a differential mechanism 73 that distributes rotational torque input via the ring gear 72 to the left and right drive shafts DL and DR. The gear ratio between the pinion gear 71 and the ring gear 72 becomes the final reduction ratio in the final reduction gear 70.

  In the hybrid vehicle 1 described above, the electronic control unit 100 mainly operates such that the shift control means engages the coupling mechanism of the required shift stage in one of the transmission mechanisms, and responds to the required shift stage. The clutch control means engages the clutch to be performed. At this time, the electronic control unit 100 operates the shift control means so that the coupling mechanism of the next required shift stage in the other shift mechanism is engaged, and the other clutch corresponding to the required shift stage is engaged. The clutch control means is released. When the electronic control unit 100 shifts to the next required shift speed, the clutch control means releases the clutch corresponding to the current required shift speed, and simultaneously releases the other clutch corresponding to the next required shift speed. Engage. As a result, the hybrid vehicle 1 can quickly shift to the next required shift speed, and can continue to transmit the engine torque of the engine 10 to the drive wheels WL and WR as a driving force without interruption.

  Specifically, when the required shift speed is selected from the first speed gear stage 41, the third speed gear stage 43, or the fifth speed gear stage 45 in the first transmission mechanism 40, the electronic control unit 100 performs the shift control. The coupling mechanism (the first speed coupling mechanism 41d, the third speed coupling mechanism 43d, or the fifth speed coupling mechanism 45d) of the required gear stage is controlled to be engaged by the means, and the clutch control means controls the first speed. The first clutch 61 is controlled to be in a fully engaged state, and the second clutch 62 is controlled to be in a released state.

  Further, at the same time as this control or after this control, the speed change control means performs the next required speed change stage in the second speed change mechanism 50 (upshift side speed stage if accelerating, downshift side speed stage if slowing down). Then, the coupling mechanism (the second speed coupling mechanism 52d or the fourth speed coupling mechanism 54d) of the second speed gear stage 52 or the fourth speed gear stage 54) is controlled to be in an engaged state. Here, on the output shaft 53 of the second speed change mechanism 50 at this time, a part of the rotational torque of the output shaft 44 of the first speed change mechanism 40 due to engine torque described later is the first drive gear 44a, the power integrated gear 32, and It is transmitted via the second drive gear 53a. Accordingly, at this time, the rotational torque of the output shaft 53 is shifted at the next required shift speed and transmitted to the input shaft 51 to rotate the input shaft 51. In other words, in the second speed change mechanism 50 at this time, the input shaft 51 and the output shaft 53 are partly driven by a part of the power on the first speed change mechanism 40 side while keeping the next required shift speed in synchronization (synchronized). It is rotating.

  By controlling the speed change control means and the clutch control means, in this hybrid vehicle 1, the engine torque of the engine output shaft 11 is changed through the first clutch 61 in the half-engaged state or the fully-engaged state. It is transmitted only to the input shaft 42 of the first transmission mechanism 40, and the rotational torque of the input shaft 42 is shifted through the required shift speed and transmitted to the output shaft 44 of the first transmission mechanism 40. The rotational torque of the output shaft 44 (output torque of the first transmission mechanism 40) is decelerated via the first drive gear 44a, the power integrated gear 32, and the final reduction gear 70, and the differential of the final reduction gear 70 is obtained. The mechanism 73 distributes the left and right drive shafts DL and DR. Accordingly, the hybrid vehicle 1 in this case shifts and decelerates the engine torque of the engine 10 by the first speed change mechanism 40 and the final reduction gear 70, and transmits the driving force obtained thereby to the drive wheels WL and WR. Drive in driving mode.

  Here, when the engine torque is transmitted to the drive wheels WL and WR, the motor / generator 20 may be operated as a motor or a generator. That is, the hybrid vehicle 1 may travel in the hybrid travel mode using the engine 10 and the motor / generator 20.

  For example, if the motor / generator control means does not need to charge the secondary battery 28 in the hybrid travel mode (that is, the secondary battery 28 satisfies the required charge amount) or the secondary battery 28 can be discharged, The motor / generator 20 is operated as a motor. Here, since the second clutch 62 is in a disengaged state, only the motor torque of the motor / generator 20 is input to the input shaft 51 of the second transmission mechanism 50. Then, the rotational torque of the input shaft 51 is shifted at the next required shift stage in the standby state, transmitted to the output shaft 53, and transmitted to the output shaft 31 via the second drive gear 53 a and the power integrated gear 32. . That is, in this case, the sum of the rotational torque due to the engine torque that has passed through the first transmission mechanism 40 and the rotational torque due to the motor torque that has passed through the second transmission mechanism 50 is added to the output shaft 31 of the dual clutch transmission 30. It is reported. For this reason, in this hybrid vehicle 1, the rotational torque of the output shaft 31 is decelerated by the final reduction gear 70 and is distributed to the left and right drive shafts DL and DR by the differential mechanism 73 of the final reduction gear 70. . As described above, the hybrid vehicle 1 uses the engine torque of the engine 10 transmitted through the first transmission mechanism 40 and the motor torque of the motor / generator 20 transmitted through the second transmission mechanism 50. Can drive.

  On the other hand, the motor / generator control means operates the motor / generator 20 as a generator when the secondary battery 28 needs to be charged in the hybrid travel mode. At this time, the rotor 22 of the motor / generator 20 (the input shaft 51 of the second transmission mechanism 50) receives a part of the rotational torque generated by the engine torque output from the output shaft 44 of the first transmission mechanism 40 as the first drive gear. 44a, the power integrated gear 32, the second drive gear 53a, the output shaft 53 of the second transmission mechanism 50, and the next required shift stage in the standby state. For this reason, at this time, the engine torque of the engine 10 is changed by the first transmission mechanism 40 to drive the hybrid vehicle 1, and the motor / generator 20 regenerates electric power by using a part of the engine torque. You can also.

  When it is requested to switch to the next requested shift stage in standby, the clutch control means switches the first clutch 61 from the fully engaged state to the released state, and the second clutch 62 from the released state to the fully engaged state. Switch to Thereby, in the dual clutch transmission 30, the shift to the next required shift stage in the standby state is completed, and therefore the engine torque of the engine output shaft 11 is transmitted only to the input shaft 51 of the second transmission mechanism 50. The rotational torque of the input shaft 51 is shifted at the next required shift speed and transmitted to the output shaft 53 of the second transmission mechanism 50. Therefore, in the hybrid vehicle 1 at that time, the rotational torque of the output shaft 53 is transmitted to the left and right drive shafts DL and DR via the second drive gear 53a, the power integration gear 32, and the final reduction gear 70.

  In this hybrid vehicle 1, simultaneously with this clutch control or after this clutch control, the shift control means further requires the next required shift stage in the first transmission mechanism 40 (if the engine is accelerating, if it is an upshift side, if it is decelerating). A downshift gear stage that is a first speed gear stage 41, a third speed gear stage 43, or a fifth speed gear stage 45) coupling mechanism (first speed coupling mechanism 41d, third speed coupling mechanism). 43d or the fifth speed coupling mechanism 45d) is controlled to be engaged. As a result, the first transmission mechanism 40 at this time can transmit torque between the input shaft 42 and the output shaft 44 through the next required shift stage in the standby state.

  Even in this state, the hybrid vehicle 1 can determine the operation mode of the motor / generator 20 according to the state of charge of the secondary battery 28 and can travel in the hybrid travel mode.

  In this hybrid travel mode, when the hybrid vehicle 1 is traveled using the total output torque from the engine 10 and the motor / generator 20, the total output torque at the input shaft 51 of the second transmission mechanism 50 is the current shift speed (next Are then distributed to the left and right drive shafts DL and DR via the second drive gear 53a, the power integrated gear 32, and the final reduction gear 70.

  On the other hand, if the secondary battery 28 needs to be charged in the hybrid travel mode, the motor / generator control means operates the motor / generator 20 as a generator. At that time, part of the engine torque is input to the rotor 22 of the motor / generator 20 via the input shaft 51 of the second transmission mechanism 50. For this reason, at this time, the engine torque of the engine 10 is changed by the second transmission mechanism 50 and the hybrid vehicle 1 is allowed to travel, and power can be regenerated using a part of the engine torque.

  Thus, if the dual clutch transmission 30 is in the engine running mode, the shift speed is quickly switched to the next required shift speed, and the engine torque of the engine 10 is set to the next required shift speed. Since it is possible to transmit without intermission, the engine torque can be transmitted to the driving wheels WL and WR as driving force without interruption. Further, in the hybrid travel mode, the shift speed is quickly switched to the next required shift speed, and the engine torque of the engine 10 and the motor torque of the motor / generator 20 are not squeezed with respect to the next required shift speed. Therefore, the engine torque and the motor torque can be transmitted to the driving wheels WL and WR as driving force without interruption.

  The dual clutch transmission 30 performs the above-described shift between the shift stage of the first transmission mechanism 40 and the shift stage of the second transmission mechanism 50 while a new required shift stage is selected by the shift control means. Repeat alternately.

  Further, in the hybrid vehicle 1, when the reverse gear stage 49 of the first transmission mechanism 40 is selected as the required gear stage, the electronic control unit 100 engages the reverse coupling mechanism 49d of the reverse gear stage 49 by the shift control means. The first clutch 61 is controlled to be in a fully engaged state by the clutch control means, and the second clutch 62 is controlled to be in a released state. As a result, in the hybrid vehicle 1, the engine torque is transmitted to the input shaft 42 of the first transmission mechanism 40 via the first clutch 61 in the half-engaged state or the fully-engaged state, and the rotational torque of the input shaft 42 is increased. The speed is changed via the reverse gear stage 49 and transmitted to the output shaft 44 of the first speed change mechanism 40. The rotational torque of the output shaft 44 is distributed to the left and right drive shafts DL and DR via the first drive gear 44a, the power integration gear 32, and the final reduction gear 70. Therefore, the hybrid vehicle 1 travels backward with the engine torque transmitted to the drive wheels WL and WR. In the case where the vehicle travels backward in the hybrid travel mode, the second speed coupling mechanism 52d of the second speed gear stage 52 in the second speed change mechanism 50 or the fourth speed coupling mechanism 54d of the fourth speed gear stage 54 is included. Any one of these may be controlled to the engaged state.

  Further, the hybrid vehicle 1 can travel only with the motor torque of the motor / generator 20, that is, travel in a so-called EV travel mode. In this case, the shift control means selects the required shift stage from the second speed gear stage 52 or the fourth speed gear stage 54 in the second transmission mechanism 50. Further, the motor / generator control means of the electronic control unit 100 controls the motor / generator 20 so as to generate a motor torque corresponding to the required driving force in the driving wheels WL, WR. Then, the electronic control unit 100 controls the coupling mechanism (the second speed coupling mechanism 52d or the fourth speed coupling mechanism 54d) of the required gear stage to the engaged state by the shift control means, and the clutch control means. To control the first and second clutches 61 and 62 to the released state. As a result, in this hybrid vehicle 1, the rotational torque (motor torque) of the rotor 22 is transmitted to the input shaft 51 of the second transmission mechanism 50, and the rotational torque of the input shaft 51 is shifted through the required shift speed and changed to the first. It is transmitted to the output shaft 53 of the two speed change mechanism 50. The rotational torque of the output shaft 53 is distributed to the left and right drive shafts DL and DR via the second drive gear 53a, the power integration gear 32, and the final reduction gear 70. Therefore, the hybrid vehicle 1 can travel using only the motor torque of the motor / generator 20 as the driving force of the drive wheels WL and WR. In the hybrid vehicle 1, during traveling in the EV operation mode, the second speed change mechanism 50 can be shifted to another gear position (so-called skip gear shift between discontinuous gear positions). In this EV travel mode, the engine 10 is stopped by the engine control means so as not to waste fuel.

  In the hybrid vehicle 1, regenerative braking can be performed as described above by operating the motor / generator 20 as a generator. In this case, the shift control means of the electronic control unit 100 is a coupling mechanism in the first transmission mechanism 40 (first speed coupling mechanism 41d, third speed coupling mechanism 43d, fifth speed coupling mechanism 45d, and reverse coupling). All the mechanisms 49d) are controlled to be in the released state, and the coupling mechanism (the second speed coupling mechanism 52d or the fourth speed coupling mechanism 54d) of the required shift stage selected in the second transmission mechanism 50 is controlled to be in the engaged state. To do. The required shift speed is set based on the state of charge of the secondary battery 28, for example. For example, as the charging state of the secondary battery 28 decreases (the amount of stored electricity is small), it is necessary to charge a larger amount. Therefore, the required shift speed is such that the charging state of the secondary battery 28 decreases. What is necessary is just to set the low speed side gear stage which can speed up rotation of the rotor 22. Further, the clutch control means at this time controls both the first and second clutches 61 and 62 to the released state. Further, the motor / generator control means controls the inverter 27 so that electric power is regenerated, and operates the motor / generator 20 as a generator. At this time, it is desirable to stop the engine 10 by the engine control means so as not to waste fuel. In such a state, the rotational torque of the drive wheels WL and WR is input to the output shaft 53 of the second transmission mechanism 50 via the final reduction gear 70, the power integrated gear 32, and the second drive gear 53a. The rotational torque of the output shaft 53 is shifted at the required shift speed, transmitted to the input shaft 51 of the second transmission mechanism 50, and transmitted to the rotor 22 of the motor / generator 20. At this time, since the motor / generator 20 operates as a generator, the motor / generator 20 regenerates electric power and the rotation of the rotor 22 becomes a rotational load of the drive wheels WL and WR. Accordingly, in the hybrid vehicle 1 at this time, regenerative braking is performed and braking force (regenerative braking force) is applied to the drive wheels WL and WR. Such regenerative braking can be executed regardless of the travel mode.

  In the hybrid vehicle 1 described above, when the driver depresses the accelerator pedal 120, the required driving of the drive wheels WL and WR according to the operation amount of the accelerator pedal 120 (hereinafter referred to as "accelerator operation amount"). The power is calculated, and the power source (engine 10, motor / generator 20) and dual clutch transmission 30 are controlled to generate the required driving force. The accelerator operation amount is a pedal depression force input to the accelerator pedal 120 or a depression amount (that is, a movement amount) of the accelerator pedal 120, and is detected by the accelerator operation amount detection means 121 shown in FIG.

  By the way, when traveling in EV traveling mode or regenerative braking is being performed, the engine 10 that has been stopped may be restarted (started) to switch to traveling in the engine traveling mode or the hybrid traveling mode. . For example, during traveling in the EV traveling mode, the engine 10 is requested to start due to a driver's accelerator operation or a decrease in the remaining power storage amount (so-called SOC amount) of the secondary battery 28. In the hybrid vehicle 1, the engine 10 is restarted using the motor torque of the motor / generator 20.

  When starting the engine 10, the shift control means keeps the selected gear position of the second transmission mechanism 50, and the clutch control means controls the second clutch 62 from the disengaged state to the fully engaged state, The motor / generator control means increases the motor torque of the motor / generator 20 by an amount necessary for starting the engine 10. Thereby, in the engine 10, the increased motor torque is input to the engine output shaft 11 via the second clutch 62, and the engine output shaft 11 starts to rotate. Then, the engine control means performs fuel injection and ignition when the engine output shaft 11 rises to a predetermined rotational speed, and starts the engine 10. It is desirable in terms of fuel consumption performance that the motor torque corresponding to the increase is adjusted to be equal to or less than the transmission torque capacity TC2 of the second clutch 62 at the same time. The vehicle engine control apparatus in this embodiment is composed of at least a shift control means, a clutch control means, a motor / generator control means, and an engine control means.

  Here, when the engine 10 is started, the engine rotational speed NE (= the rotational speed of the engine-side rotational shaft 63a of the second clutch 62 (hereinafter referred to as “engine-side rotational speed”) NCe) is driven by the second clutch 62. There are times when the rotational speed of the wheel-side rotation shaft 62c (hereinafter referred to as “drive wheel-side rotational speed”) NC2d is exceeded. For example, since the engine 10 has an increasing speed of the engine speed NE after the first explosion, the engine speed NE tends to exceed the drive wheel side speed NC2d after the first explosion. Before and after the engine speed NE (engine-side speed NCe) and the drive wheel-side speed NC2d become the same speed, the engine output shaft 11 (engine-side speed) is rotated by the rotational torque applied to the drive wheel-side rotary shaft 62c. Instead of rotating the shaft 63a), the driving wheel side rotating shaft 62c is rotated by the rotation torque of the engine output shaft 11 (engine side rotating shaft 63a), so that the clutch transmission torque TC2r of the second clutch 62 is reduced. The direction is reversed. At the time of this reverse rotation, the second clutch 62 is at least twice the clutch transmission torque TC2r transmitted from the drive wheel side rotation shaft 62c to the engine side rotation shaft 63a, and at most twice the transmission torque capacity TC2 at that time. Since torque fluctuation occurs, vibration occurs.

  Therefore, when the engine control apparatus for a vehicle in the present embodiment starts the engine 10 with the motor torque TMG of the motor / generator 20, the engine speed NE that has started to increase with the engagement control of the second clutch 62 is the second. The transmission torque capacity TC2 of the second clutch 62 is reduced when the driving wheel side rotational speed NC2d of the clutch 62 becomes higher. In other words, when the engine 10 is started with the motor torque TMG of the motor / generator 20, the engine control device starts the engine speed NE that has started to increase with the engagement control of the second clutch 62. At this time, the transmission torque capacity TC2 of the second clutch 62 is reduced until it reaches the same rotational speed as the driving wheel side rotational speed NC2d of the second clutch 62.

  By adjusting the transmission torque capacity TC2 in this way, the second clutch 62 has a maximum before and after the engine rotational speed NE (= engine-side rotational speed NCe) and the drive wheel-side rotational speed NC2d become the same rotational speed. However, only the clutch transmission torque TC2r corresponding to the reduced transmission torque capacity TC2 can be transmitted between the drive wheel side rotation shaft 62c and the engine side rotation shaft 63a. Accordingly, in the second clutch 62, torque fluctuation before and after the engine speed NE (= engine-side speed NCe) and the drive wheel side speed NC2d become the same speed becomes small, that is, the clutch transmission torque TC2r. Since the head of the head becomes smaller, vibration can be suppressed.

  Here, it is desirable to reduce the transmission torque capacity TC2 to a level that suppresses torque fluctuation when the engine speed NE (= engine-side speed NCe) exceeds the drive wheel-side speed NC2d. In other words, the transmission torque capacity TC2 is such that when the engine speed NE (= engine-side speed NCe) exceeds the drive wheel-side speed NC2d, no vibration is generated in the second clutch 62 or within an allowable range. It is desirable to reduce it to a size that suppresses the vibration. In other words, it is possible to sufficiently suppress the vibration of the second clutch 62 by simply reducing the transmission torque capacity TC2, but by determining the reduction margin of the transmission torque capacity TC2 in this way, the vibration can be generated more reliably. Even if vibration is generated, it can be suppressed to vibration within an allowable range.

  On the other hand, the decrease in the transmission torque capacity TC2 is directly linked to the decrease in the clutch transmission torque TC2r. Therefore, the input torque to the engine output shaft 11 may be decreased, and the increase speed of the engine speed NE may be delayed. Then, the delay in the rising speed of the engine speed NE makes the start time of the engine 10 longer.

  Therefore, it is desirable that the second clutch 62 finishes reducing the transmission torque capacity TC2 when the engine speed NE (= engine-side speed NCe) becomes the same speed as the drive wheel-side speed NC2d. As a result, the decrease start time of the transmission torque capacity TC2 can be extended to the limit, and the decrease amount of the clutch transmission torque TC2r can be reduced. Therefore, the decrease in the increase speed of the engine speed NE is suppressed, and the increase in the start time of the engine 10 is reduced. can do.

  Further, the second clutch 62 temporarily increases the transmission torque capacity TC2, and then the transmission torque until the engine speed NE (= engine-side speed NCe) reaches the same speed as the drive wheel-side speed NC2d at the latest. It is more desirable to reduce the capacity TC2. The increase in the transmission torque capacity TC2 compensates for the decrease in the clutch transmission torque TC2r accompanying the subsequent decrease in the transmission torque capacity TC2, or increases the clutch transmission torque TC2r. For this reason, by configuring the second clutch 62 in this way, in the engine start control of this embodiment, the start time of the engine 10 is not changed or the start time of the engine 10 is shortened, and the second clutch 62 is thus configured. The generation of vibrations in can be suppressed, or the vibrations within an allowable range can be suppressed.

  Hereinafter, a specific example of the control operation of the vehicle engine start control device in the present embodiment will be described with reference to the flowchart of FIG.

  When a request for starting the engine 10 is made by the driver's accelerator operation or the like (step ST1), the clutch control means acquires information on the drive wheel side rotational speed NC2d of the second clutch 62 (step ST2), and the engine The transmission torque capacity TC2L of the second clutch 62 is set when the rotational speed NE exceeds the driving wheel side rotational speed NC2d, that is, when the engine rotational speed NE has increased to the driving wheel side rotational speed NC2d (when NE = NC2d). (Step ST3). Since the engine output shaft 11 and the engine side rotational shaft 63a of the second clutch 62 rotate at the same rotational speed, in step ST3, the engine rotational speed NCe of the second clutch 62 is replaced with the engine rotational speed NE. May be compared.

  Since the drive wheel side rotational speed NC2d is the same as the rotational speed of the rotor 22 of the motor / generator 20, information on the motor generator rotational speed NMG grasped by the motor / generator control means may be used. As for the information on the drive wheel side rotational speed NC2d, a rotation angle sensor for detecting the rotation angle of the drive wheel side rotation shaft 62c of the second clutch 62 or the input shaft 51 of the second transmission mechanism 50 is provided. You may obtain | require using the detection signal of a rotation angle sensor. In the engine 10 starting control exemplified here, the rotational speed of the input shaft 51 of the second speed change mechanism 50 is made constant, so that the drive wheel side rotational speed NC2d is also constant during the starting control. (The later-described FIGS. 5 and 7).

  In addition, the transmission torque capacity TC2L of the second clutch 62 set in step ST3 is the second clutch before and after the engine speed NE (or engine side speed NCe) and the drive wheel side speed NC2d become the same speed. This is the transmission torque capacity TC2 that can suppress the occurrence of vibrations at 62 or suppress vibrations within an allowable range. This transmission torque capacity TC2L is prepared in advance as map data through experiments and simulations. For example, since the reaction when the direction of the clutch transmission torque TC2r reverses increases as the driving wheel side rotational speed NC2d increases, the map data includes, for example, a smaller transmission torque capacity TC2L as the driving wheel side rotational speed NC2d increases. Become

  Further, the clutch control means obtains a motor torque TMGst that can be output by the motor / generator 20 for starting the engine 10 (step ST4). The motor torque TMGst is an increase limit value of the motor torque that the motor / generator 20 can increase. The motor output PMGst that can be output by the motor / generator 20 for starting the engine 10 and the motor / generator 20 at the time of output. Can be obtained by substituting the motor generator rotational speed NMGst of

  TMGst = PMGst / NMGst (1)

  In this equation 1, the motor output PMGst is obtained by the following equation 2, and the motor generator rotation speed NMGst may use the information of the motor generator rotation speed NMG used in step ST2.

  PMGst = PMGmax−PMGev (2)

  “PMGmax” in Equation 2 is the maximum value of the motor output PMG that the motor / generator 20 can output, and is determined by the specifications of the motor / generator 20 and the secondary battery 28. “PMGev” is a motor output PMG currently used for EV travel.

  At this time, the motor / generator 20 cannot increase the motor torque TMG beyond the motor torque TMGst obtained in step ST4. Accordingly, the second clutch 62 can transmit only the motor torque TMGst to the engine-side rotating shaft 63a (engine output shaft 11) at most, no matter how much the transmission torque capacity TC2 is increased. Therefore, the second clutch 62 only needs to transmit the motor torque TMGst to the engine 10 side. Therefore, the clutch control means transmits the motor torque TMGst to the upper limit transmission torque capacity TC2H in the half-engaged state of the second clutch 62. (Step ST5).

  Subsequently, the clutch control means sets the start of reduction when the transmission torque capacity TC2 of the second clutch 62 is reduced from the transmission torque capacity TC2H of step ST5 to the transmission torque capacity TC2L of step ST3 (step ST6). ).

  For example, this clutch control means sets the time when the engine speed NE increases to a certain level (hereinafter referred to as “decrease start engine speed NEdown”) as the time when the transmission torque capacity TC2 starts to decrease.

  The time t1 (FIGS. 4 and 5) required for the transmission torque capacity TC2 to decrease from the transmission torque capacity TC2H to the transmission torque capacity TC2L is the specification of the second clutch 62, that is, the friction plate of the second clutch 62 at the time of the reduction. It can be grasped from the time required to move the operating member. Here, the amount of change per unit time of the engine speed NE after the first explosion is unique to the engine 10, and can be grasped from map data or the like based on information such as the water temperature and oil temperature of the engine 10, for example. it can. Further, the engine speed NE at the time of the first explosion is known in advance as unique to the engine 10. Therefore, it is possible to grasp the time t2 (FIG. 5) until the engine speed NE reaches the same rotational speed as the driving wheel side rotational speed NC2d of the second clutch 62 after the first explosion.

  When the time t2 is equal to or longer than the time t1 required for the decrease in the transmission torque capacity TC2, the time point t1 before the time when the engine speed NE becomes the same as the driving wheel side speed NC2d of the second clutch 62. The engine speed NE is obtained, and this engine speed NE is set as the engine speed NEdown at the start of reduction. The engine speed NEdown at the start of reduction in this case can be obtained based on the drive wheel side speed NC2d, the time t1, and the change amount per unit time of the engine speed NE after the first explosion. For example, these relationships may be prepared in advance as map data.

  On the other hand, when the time t2 is shorter than the time t1 required for the decrease in the transmission torque capacity TC2, the engine speed NE at a time point before the time t1-t2 from the initial explosion is obtained, and the engine speed NE is calculated. The engine speed NEdown is set at the start of reduction. Here, the amount of change per unit time of the engine speed NE before the first explosion is, for example, the transmission torque capacity TC2 of the second clutch 62, that is, the magnitude of the rotational torque transmitted to the engine-side rotational shaft 63a (engine output shaft 11). Can be grasped from. Therefore, the engine speed NEdown at the start of reduction at this time is obtained based on the engine speed NE at the time of the first explosion, the times t1 and t2, and the change amount per unit time of the engine speed NE before the first explosion. Can do. For example, these relationships may be prepared in advance as map data.

  Here, the time t3 from the start of the start control of the engine 10 until the engine rotational speed NE becomes the same rotational speed as the driving wheel side rotational speed NC2d is the transmission torque capacity TC2 (engine side rotational shaft 63a ( It can be grasped from the change of the rotational torque transmitted to the engine output shaft 11) and the specification of the second clutch 62 (the moving time of the friction plate operating member of the second clutch 62 according to the change). Therefore, a time t3-t1 obtained by subtracting a time t1 required for reducing the transmission torque capacity TC2 from the time t3 is a time from the start of the start control of the engine 10 until the transmission torque capacity TC2 starts to be reduced. Accordingly, the clutch control means may set the start time of the start control of the engine 10 as a starting point, and set the time when the time t3-t1 is counted as the start time of the decrease of the transmission torque capacity TC2.

  Next, in this engine start control device, the clutch control means executes the engagement control of the second clutch 62 to increase the transmission torque capacity TC2 from 0 to the transmission torque capacity TC2H of the above-mentioned step ST5. The generator control means controls the output of the motor / generator 20 so as to increase the motor torque TMG by the motor torque TMGst (step ST7).

  As a result, in the second clutch 62, the friction plate actuating member is moved by the operation of the actuator 62a, and the transmission torque capacity TC2 increases to the transmission torque capacity TC2H as shown in FIG. At this time, the motor / generator 20 may increase the motor torque TMGst at a time, but the driving wheels WL and WR that give the driver a sense of incongruity and wasteful power consumption of the secondary battery 28 accompanying the engine start control. In order to avoid the fluctuation of the driving force, the motor torque TMG is increased in accordance with the increasing gradient of the transmission torque capacity TC2, as shown in FIG. In other words, the motor torque TMG corresponding to the transmission torque capacity TC2 is transmitted to the engine-side rotating shaft 63a as the clutch transmission torque TC2r, while the motor torque currently used for EV traveling is on the drive wheels WL and WR side. TMGev is transmitted. At this time, torque transmission is performed from the drive wheel side rotation shaft 62c to the engine side rotation shaft 63a, so that the clutch transmission torque TC2r changes to the clutch transmission torque TC2H (<0) as shown in FIG. The engine speed NE starts to increase as shown in FIG. 5 in accordance with the change of the clutch transmission torque TC2r, that is, the increase of the rotational torque input to the engine output shaft 11.

  Here, when the transmission torque capacity TC2 increases to the upper limit transmission torque capacity TC2H, the clutch control means keeps the transmission torque capacity TC2H constant as shown in FIG. Further, when the motor / generator control means increases the motor torque TMG by the amount corresponding to the motor torque TMGst, the motor / generator control means maintains the output state of the maximum motor torque TMGmax. Accordingly, the engine rotational speed NE continues to increase due to the motor torque TMGst transmitted to the engine side rotational shaft 63a. On the other hand, at this time, the driving wheels WL and WR are not applied with a rotational torque other than the motor torque TMGev that is currently used for EV traveling, so that the driving wheels WL and WR give the driver an uncomfortable feeling. There is no fluctuation of force.

  In this way, the engine start control device does not increase or decrease the motor torque TMGev for EV travel to the drive wheels WL and WR, so that the vehicle longitudinal acceleration does not change and gives the driver a feeling of acceleration and deceleration. The cranking of the engine 10 can be started.

  Subsequently, the clutch control means determines whether or not the transfer torque capacity TC2 set in step ST6 has started to decrease, that is, whether or not the engine speed NE has increased to the engine speed NEdown at the start of decrease, or the engine 10 After the start control is started, it is determined whether or not time t3-t1 has been counted (step ST8).

  Here, if it has not yet reached when the transmission torque capacity TC2 starts to decrease, the clutch control means and the motor / generator control means continue the cranking control in step ST7.

  On the other hand, when the reduction of the transmission torque capacity TC2 starts, the clutch control means starts to reduce the transmission torque capacity TC2 of the second clutch 62 from the transmission torque capacity TC2H to the transmission torque capacity TC2L of step ST3, and the motor. / Generator control means decreases motor torque TMG of motor / generator 20 (step ST9).

  As a result, in the second clutch 62, the transmission torque capacity TC2 decreases to the transmission torque capacity TC2L as shown in FIG. The motor torque TMG at this time is decreased in accordance with the decreasing gradient of the transmission torque capacity TC2, as shown in FIG. Therefore, the clutch transmission torque TC2r (<0) gradually changes from the clutch transmission torque TC2H (= motor torque TMGst) to the clutch transmission torque TC2L, as shown in FIG. At this time, the rotational torque input to the engine output shaft 11 decreases due to such a shift of the clutch transmission torque TC2r, but the engine speed NE continues to increase due to the rotation due to inertia. Since the engine 10 starts a combustion operation by fuel injection control, ignition control, etc. by the engine control means (initial explosion), the engine speed NE continues to increase at a higher rotational speed. Further, since the motor torque TMG at this time is also changed in accordance with the change gradient of the transmission torque capacity TC2, rotational torque other than the motor torque TMGev currently used for EV traveling is applied to the drive wheels WL and WR. In the drive wheels WL and WR, there is no fluctuation in the driving force that gives the driver a feeling of strangeness.

  In this way, the engine start control device does not increase or decrease the motor torque TMGev for EV travel to the drive wheels WL and WR, so that the vehicle longitudinal acceleration does not change and gives the driver a feeling of acceleration and deceleration. Without stopping cranking, the engine 10 can be started.

  The clutch control means determines whether or not the engine speed NE has increased to the drive wheel side speed NC2d of the second clutch 62 (step ST10).

  Here, if the engine speed NE has not increased to the drive wheel side speed NC2d, the clutch control means determines that the transmission torque capacity TC2 of the second clutch 62 has not yet decreased to the transmission torque capacity TC2L. Then, the cranking control in step ST9 is continued.

  On the other hand, when it is determined that the engine speed NE has increased to the drive wheel side speed NC2d, it is determined that the transmission torque capacity TC2 of the second clutch 62 has been reduced to the transmission torque capacity TC2L, and the clutch control means At the same time, the second clutch 62 starts to be controlled to be completely engaged, and the motor / generator control means reduces the motor torque TMG of the motor / generator 20 to the motor torque TMGev for EV travel (step ST11).

  Thereby, in the second clutch 62, as shown in FIG. 4, the transmission torque capacity TC2 gradually increases from the transmission torque capacity TC2L to the maximum transmission torque capacity TC2max. At this time, torque is transmitted from the engine-side rotating shaft 63a to the drive wheel-side rotating shaft 62c, so that the clutch transmitting torque TC2r is changed from the clutch transmitting torque TC2L (> 0) to the engine torque TE as shown in FIG. It will increase with the increase.

  Thus, the engine start control device of the present embodiment reduces the transmission torque capacity TC2 of the second clutch 62 to the transmission torque capacity TC2L when the engine speed NE exceeds the drive wheel side speed NC2d. Generation of vibration at 62 can be suppressed, or vibration within an allowable range can be suppressed.

  Here, the engine start control of this embodiment is compared with the case where the conventional engine start control is applied to the hybrid vehicle 1 of this embodiment.

  First, although there is almost no difference in the starting time of the engine 10, there is a large drop when the direction of the clutch transmission torque TC2r is reversed, and the conventional engine starting control that generates an unacceptable vibration in the second clutch 62. The comparison is performed based on FIGS.

  In the conventional engine start control, as shown in FIG. 4, the transmission torque capacity TC2 of the second clutch 62 is increased to the transfer torque capacity TC2H with the start of the engine start control, and the engine speed NE is increased to the driving wheel of the second clutch 62. The transmission torque capacity TC2H is kept constant until the rotational speed increases to the same rotational speed as the side rotational speed NC2d. In this conventional engine start control, as shown in FIG. 5, the motor torque TMG is changed in accordance with the change in the transmission torque capacity TC2, and accordingly, the clutch transmission torque TC2r is transmitted to the engine output shaft 11. Therefore, when the engine speed NE is the same as the driving wheel side speed NC2d of the second clutch 62 and the direction of the clutch transmission torque TC2r is reversed, the second clutch 62 has the clutch transmission torque TC2r. Generates unacceptable vibration due to the drop.

  In contrast, as shown in FIG. 4, the engine start control of this embodiment is the same until the transmission torque capacity TC2 of the second clutch 62 is increased to the transmission torque capacity TC2H with the start of the engine start control. The transmission torque capacity TC2 is reduced from the transmission torque capacity TC2H to the transmission torque capacity TC2L by the time when the number NE reaches the same rotational speed as the driving wheel side rotational speed NC2d of the second clutch 62. Accordingly, the clutch transmission torque TC2r also decreases until the engine speed NE reaches the drive wheel side rotational speed NC2d of the second clutch 62, as shown in FIG. Therefore, in the engine start control of the present embodiment, the engine transmission speed NE is the same as the driving wheel side rotation speed NC2d of the second clutch 62, and the clutch transmission torque TC2r when the direction of the clutch transmission torque TC2r is reversed is obtained. Can be reduced, the occurrence of vibration in the second clutch 62 can be suppressed, or the vibration within an allowable range can be suppressed.

  As shown in FIGS. 4 and 5, the engine start control device of this embodiment generates vibrations in the second clutch 62 while keeping the start time of the engine 10 equal to the conventional engine start control. It can be suppressed or can be suppressed to vibration within an allowable range.

  Next, the drop when the direction of the clutch transmission torque TC2r is reversed is made the same as that of the present embodiment, so that the occurrence of vibration in the second clutch 62 can be suppressed, or the vibration within the allowable range can be suppressed. Comparison with the engine start control is performed based on FIGS.

  In the conventional engine start control, as shown in FIG. 6, the transfer torque capacity TC2 of the second clutch 62 is increased to the transfer torque capacity TC2L with the start of the engine start control, and the transfer torque capacity TC2L is kept constant. On the other hand, in the engine start control of the present embodiment, the transmission torque capacity TC2 is increased to the transmission torque capacity TC2H (> TC2L) and held constant. That is, in the engine start control of the present embodiment, as shown in FIG. 7, the motor torque TMG after the start of the engine start control is larger as compared with the conventional case, so that the increasing speed of the engine speed NE is increased. . On the other hand, in the conventional engine start control, since the transmission torque capacity TC2 is kept low, the increase in the engine speed NE is delayed. For this reason, the engine start control of the present embodiment makes the initial explosion earlier than before, and the start time of the engine 10 can be shortened.

  Further, in the engine start control of the present embodiment, after the transmission torque capacity TC2 is increased to the maximum, when the transmission torque capacity TC2 starts to decrease (NE = NEdown), the engine speed NE is set to the second clutch 62. The transmission torque capacity TC2 is reduced to the transmission torque capacity TC2L by the time when the rotation speed becomes the same as the driving wheel side rotation speed NC2d. For this reason, the engine start control of the present embodiment can suppress the occurrence of vibration in the second clutch 62 or can suppress the vibration within an allowable range. In the conventional engine start control, since the upper limit of the transmission torque capacity TC2 is suppressed to the transmission torque capacity TC2L, when the engine speed NE increases to the drive wheel side speed NC2d of the second clutch 62 after the first explosion. In addition, the occurrence of vibration in the second clutch 62 can be suppressed or can be suppressed to vibration within an allowable range.

  As shown in FIGS. 6 and 7, the engine start control device of this embodiment suppresses the occurrence of vibration in the second clutch 62 while shortening the start time of the engine 10 with respect to the conventional engine start control. Can be suppressed to vibration within an allowable range.

  Here, in the conventional engine start control, the case where the transmission torque capacity TC2 to be increased after the start of the engine start control is a magnitude between the transmission torque capacity TC2L and the transmission torque capacity TC2H may be considered. Comparing the conventional engine start control in this case and the engine start control of the present embodiment, the engine start control of the present embodiment has an engine speed NE that is higher than that of the conventional engine. Generation of vibrations in the second clutch 62 when rising to NC2d can be suppressed, or vibrations within an allowable range can be suppressed, and the start time of the engine 10 can be shortened.

  By the way, in the dual clutch transmission 30 of this embodiment described above, the input shaft 42 of the first transmission mechanism 40 and the input shaft 51 of the second transmission mechanism 50 are illustrated as having a double shaft structure arranged coaxially. However, for example, the input shafts 42 and 51 may be arranged in parallel with a predetermined interval as shown in FIG. The dual clutch mechanism 60 in this case includes a main drive gear 64 attached to the engine output shaft 11 so as to rotate integrally with the engine output shaft 11, and first and second drives engaged with the main drive gear 64. Gears 65 and 66 are provided. In this case, the first clutch 61 has the first drive gear 65 attached to the engine-side rotation shaft 61d and the input shaft 42 of the first transmission mechanism 40 attached to the drive wheel-side rotation shaft 61c. Thus, the engaged first drive gear 65 and the input shaft 42 of the first transmission mechanism 40 can be engaged via the main drive gear 64. On the other hand, the second clutch 62 has the second drive gear 66 attached to the engine-side rotation shaft 62d and the input shaft 51 of the second transmission mechanism 50 attached to the drive wheel-side rotation shaft 62c. The second drive gear 66 in the engaged state and the input shaft 51 of the second transmission mechanism 50 can be engaged via the main drive gear 64. For the first and second clutches 61 and 62, for example, a dry or wet single-plate clutch or a multi-plate clutch may be used. The clutch control means in this case is configured to alternately switch the first clutch 61 and the second clutch 62 between the engaged state and the released state (non-engaged state), and the engine torque of the engine 10 is changed to the first speed change. The signal is transmitted only to either the mechanism 40 or the second transmission mechanism 50.

  Further, in the present embodiment, the motor / generator 20 is provided on the second speed change mechanism 50 side. However, the motor / generator 20 may be provided on the first speed change mechanism 40 side. By controlling the motor / generator 20 in the same manner as in the above example, the same operations and effects as in the example can be obtained.

  In the present embodiment, the hybrid vehicle 1 has been described as an example. However, if the vehicle has a clutch that can automatically control the engagement state and the release state between the prime mover and the electric motor, The present invention may be applied to any vehicle. For example, in the vehicle illustrated above, an internal combustion engine is cited as the prime mover, but an external combustion engine may be applied as the prime mover as described above. In the above-described exemplary vehicle, the motor / generator 20 that is operated by either the motor or the generator according to the control mode is shown as an example of the electric motor. However, the electric energy is converted into mechanical energy. As long as it outputs as motive power, any form of electric motor may be applied. For example, the motor is mainly operated as a motor but can be operated as a generator if necessary. The generator is mainly operated as a generator but can also be operated as a motor if necessary. Etc. can be applied. Here, when the generator is applied as an electric motor, the present invention relates to a vehicle in which a prime mover (engine) is connected to the first rotating shaft side of the clutch and a generator is connected to the second rotating shaft side of the clutch. Application is also possible.

  As described above, the vehicle control device according to the present invention is useful for a technique for suppressing the vibration of the clutch during the engine start control by the output torque of the electric motor.

1 Hybrid vehicle 10 Engine (motor)
11 Engine output shaft 20 Motor / generator (electric motor)
30 Dual clutch transmission 40 First transmission mechanism 42 Input shaft 44 Output shaft 50 Second transmission mechanism 51 Input shaft 53 Output shaft 60 Dual clutch mechanism 61 First clutch 62 Second clutch 61a, 62a Actuator 61c, 62c Drive wheel side Rotating shaft 61d, 62d, 63a Engine-side rotating shaft 100 Electronic controller WL, WR Drive wheel

Claims (1)

An engine, an engine-side rotating shaft connected to the engine output shaft of the engine, and a driving wheel-side rotating shaft connected to the driving wheel side, and transmission between the engine-side rotating shaft and the driving wheel-side rotating shaft An engine start control device for a vehicle, comprising: a clutch capable of changing a torque capacity; and an electric motor that outputs electric energy directly or indirectly to the drive wheel side rotating shaft as power. ,
When the engine is started with the output torque of the electric motor transmitted in accordance with the clutch engagement control, the driving wheel is started at the latest even if the engine speed of the engine that has started to rise through the clutch due to the output torque of the electric motor is slow. The transmission torque capacity of the clutch is gradually reduced until the engine speed exceeds the rotational speed of the drive wheel side rotational shaft until the rotational speed is the same as the rotational speed of the side rotational shaft. On the other hand, before the reduction of the transmission torque capacity is executed, the transmission torque capacity of the clutch is set to an increase limit value of the output torque of the motor so as to at least compensate for the decrease in the clutch transmission torque accompanying the reduction of the transmission torque capacity. engine start control device for a vehicle, characterized in that to increase to.

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