JP5071344B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle having an internal combustion engine and an electric motor as a prime mover.

  A hybrid vehicle is a vehicle that has an internal combustion engine and an electric motor (motor generator) as a prime mover, and switches power for driving wheels as necessary. In addition to hybrid vehicles, vehicles are usually driven by mechanical power from outside such as a prime mover, and the driven machine (hereinafter referred to as “auxiliary machine”) that converts the mechanical power into predetermined work and outputs it. Is also provided.). Examples of such an auxiliary machine include a compressor (hereinafter also referred to as “A / C compressor”) that supplies a compressed refrigerant to an air conditioner.

  As hybrid vehicles, there are hybrid vehicles having a dual-clutch drive mechanism as a drive mechanism that transmits power output from an engine to wheels, as shown in Patent Document 1 and Patent Document 2. For example, Patent Literature 1 discloses an engine, a first clutch shaft that transmits power from the engine via a first clutch, a second clutch shaft that transmits power from the engine via a second clutch, The rotation of the engine is transmitted to the output shaft by being coupled to one of the plurality of transmission gears between the one clutch shaft and the output shaft and between the second clutch shaft and the output shaft. Driven by using a plurality of gear clutches and a rotational speed that is a difference between an input rotational speed of a transmission gear that transmits engine rotation to an output shaft and an input rotational speed of a non-traveling gear. There is described a vehicle power transmission system that includes a motor generator and transmits engine rotation to an output shaft through either the first clutch shaft or the second clutch shaft and any of a plurality of gear clutches.

  As in the vehicles described in Patent Document 1 and Patent Document 2, by using a dual clutch type drive mechanism as a drive mechanism, one clutch can be released while the other clutch is engaged. Therefore, the power from the prime mover can always be transmitted to the wheels. Since the power from the prime mover can always be transmitted to the wheels in this way, it is possible to prevent the drive force from being lost, and the power generated by the prime mover can be used efficiently.

  Here, in order to suppress fuel consumption, the hybrid vehicle may stop the operation of the internal combustion engine and operate only the electric motor while the vehicle is stopped or while the vehicle is running. Therefore, the auxiliary machine may be operated only by the electric motor while the vehicle is stopped. For example, Patent Document 1 describes that a compressor can be driven by a motor so that the compressor can be driven by the motor and the air conditioner can be used even when the internal combustion engine is stopped. .

Japanese Patent No. 3647399 JP 2006-118590 A

  However, if the electric motor is operated when the vehicle is stopped, the difference in the number of revolutions between the transmission gear and the electric motor when starting the vehicle increases due to depression of the accelerator or the like. And cannot be combined. Thus, when the rotational speed difference between the gear stage and the electric motor is large, after the rotational speed of the electric motor is reduced to 0 or a rotational speed close to 0, the gear stage and the electric motor are coupled to each other, and the electric motor The motive power from the vehicle is transmitted to the drive wheels to drive the vehicle. As described above, if the electric motor is operated when the vehicle is stopped, it is necessary to reduce the rotation speed of the electric motor once in order to start running the vehicle. Therefore, the vehicle is actually started after the accelerator is stepped on. There is a problem that it takes time to make it happen. In other words, there is a problem that the start-up operation is slow.

  The present invention has been made in view of the above, and in a short time, the number of rotations of the motor can be reduced to the number of rotations that can be engaged with the shift speed, and the vehicle starts to travel from a stopped state in a short time. It is to provide a hybrid vehicle that can be made to operate.

  In order to solve the above-described problems and achieve the object, the present invention is a hybrid vehicle including an internal combustion engine and an electric motor as a prime mover, drive wheels, a plurality of shift stages, and the input shaft. A transmission mechanism capable of engaging any one of the gears with the input shaft and the drive wheel, and an engine output shaft and the input shaft of the internal combustion engine. Including a clutch that can be engaged, and wherein the input shaft operates when the rotor rotates in a predetermined direction and changes its output. And a control means for controlling the operation of the transmission and the auxiliary equipment. When the control means starts from a stopped state, the output of the auxiliary equipment is compared with the output so far. And increase the speed of the electric motor Then, any one of the plurality of shift speeds is brought into an engaged state, and one of the plurality of shift speeds is brought into an engaged state, and then the electric speed is set via the shift speed in the engaged state. The driving force of the motor is transmitted to the driving wheel.

  In order to solve the above-described problems and achieve the object, the present invention is a hybrid vehicle, and includes an internal combustion engine and an electric motor as a prime mover, drive wheels, a plurality of shift stages, and a first input shaft. A first speed change mechanism capable of engaging one of the plurality of shift speeds with the first input shaft and the drive wheel, a plurality of shift speeds, and a second shift speed. A second speed change mechanism including an input shaft and capable of engaging any one of the plurality of shift speeds with the second input shaft and the drive wheel engaged; engine output of the internal combustion engine A first clutch capable of engaging a shaft and the first input shaft; and a second clutch capable of engaging the engine output shaft and the second input shaft. A dual clutch whose input shaft is also engaged with the rotor of the electric motor. An auxiliary device that operates when the rotor rotates in a predetermined direction and can change its output, and a control means for controlling the operation of the dual clutch transmission and the auxiliary device, And when the vehicle starts from a stopped state, the control means increases the output of the auxiliary machine from the output up to that point and decreases the rotational speed of the electric motor, and then One of the plurality of shift speeds is brought into an engaged state, and one of the plurality of gear speeds is brought into an engaged state, and then the driving force of the electric motor is transmitted to the drive wheel through the gear stage in the engaged state. It is characterized by that.

  Here, it is preferable that the control means regeneratively brakes the electric motor when the output of the auxiliary machine is higher than the output so far.

  Further, the control means engages the gear stage of either the first transmission mechanism or the second transmission mechanism when the rotation of the electric motor is stopped or the rotational speed becomes a predetermined value or less. It is preferable to completely engage the first clutch or the second clutch.

  Moreover, it is preferable that the said auxiliary machine is an air compressor which comprises an air conditioner.

  Moreover, it is preferable that the said control means judges that a vehicle starts from a stop state, when an accelerator pedal operation changes from an OFF state to an ON state.

  The hybrid vehicle according to the present invention can reduce the rotational speed of the motor in a short time by increasing the output of the auxiliary machine and applying a force so that the rotational speed of the motor decreases. There is an effect that it is possible to shorten the time required to start the running.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  First, the configuration of the hybrid vehicle according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle and a drive device. FIG. 2 is a schematic diagram showing a structure of a dual clutch mechanism provided in the drive device.

  The hybrid vehicle 1 includes an internal combustion engine 5 and an electric motor (motor generator, hereinafter simply referred to as “motor”) 50 as a prime mover, an engine output shaft 8 that transmits mechanical power generated by the internal combustion engine 5, an engine A drive device 10 that shifts mechanical power transmitted through the output shaft 8 and transmits the mechanical power by changing torque, a drive wheel 82 that rotates by the power transmitted from the drive device 10, and an A / A for an air conditioner It includes a C compressor 90 and a hybrid vehicle electronic control device (hereinafter also referred to as “ECU”; ECU: Electronic Control Unit) 100 that controls the operation of each part. The motor 50 transmits mechanical power to the drive device 10 without passing through the engine output shaft 8. Further, the hybrid vehicle 1 has various components constituting a vehicle similar to a conventional hybrid vehicle, such as an operation means such as a steering wheel and an accelerator, a vehicle main body, and the like other than those shown in FIG.

  The internal combustion engine 5 is a heat engine that converts chemical energy of fuel into mechanical energy by combustion and outputs it, and is a piston reciprocating engine. The internal combustion engine 5 includes a fuel injection device, an ignition device, and a throttle valve device. Each device of the internal combustion engine 5 is controlled by the ECU 100. Next, the engine output shaft (crankshaft, output shaft) 8 has one end connected to the internal combustion engine 5 and the other end connected to the input side of the dual clutch mechanism 20 of the drive device 10 described later. Is done. The engine output shaft 8 transmits mechanical power generated in the internal combustion engine 5 to the drive device 10. The engine output shaft 8 is provided with a crank angle sensor that detects a rotational angle position of the engine output shaft 8 (hereinafter also referred to as “crank angle”), and sends a signal related to the crank angle to the ECU 100. Yes. Further, the ECU 100 adjusts the mechanical power output from the engine output shaft 8 by controlling the operation of the internal combustion engine 5 based on the input signals of each part, the control conditions, and the detection result of the crank angle.

  The drive device 10 is a power transmission device that transmits mechanical power from the internal combustion engine 5 and the motor 50 to the drive wheels 82, and changes the torque by changing the mechanical power from the engine output shaft 8 and the motor 50, Output toward the drive shaft 80. The drive device 10 uses either the first clutch 21 or the second clutch 22 to transmit mechanical power from the engine output shaft 8 of the internal combustion engine 5 to a transmission mechanism described later, and the internal combustion engine 5. The first input shaft 27 receives the mechanical power transmitted from the first clutch 21 through the first clutch 21, and any one of the first group of shift stages (hereinafter also referred to as "gear stages") 31, 33, 35. The first speed change mechanism 30 that can be shifted by one and transmitted from the first output shaft 37 to the propulsion shaft 66 via the first drive gear 37c and the power integration gear 58 described later, and the second clutch 22 from the internal combustion engine 5 The mechanical power transmitted through the second input shaft 28 is received by the second input shaft 28, and is shifted by any one of the second group of gears 42, 44, 49. Drive gear 48c and power integration gear described later A second speed change mechanism 40 that can be transmitted to the propulsion shaft 66 via 58, a power integrated gear 58 that transmits mechanical power transmitted from the first speed change mechanism 30 and / or the second speed change mechanism 40, and the propulsion shaft 66. And a final reduction device 70 that distributes the mechanical power transmitted to the propulsion shaft 66 to the left and right drive shafts 80 that decelerate and engage with the drive wheels 82.

  The dual clutch mechanism 20 switches between an engagement / release state of the engine output shaft 8 and the first transmission mechanism 30 and an engagement / release state of the engine output shaft 8 and the second transmission mechanism 40. This is a power transmission device that transmits the mechanical power output and transmitted to the engine output shaft 8 to the first transmission mechanism 30 and / or the second transmission mechanism 40. As will be described in detail later, the dual clutch mechanism 20 transmits the mechanical power transmitted from the first transmission mechanism 30 and / or the second transmission mechanism 40 to the engine output shaft 8 and the internal combustion engine 5 as well. The dual clutch mechanism 20 includes a first clutch 21 that is a friction clutch device capable of engaging the engine output shaft 8 and the first input shaft 27 of the first speed change mechanism 30, and the engine output shaft 8 and the second speed change. The second clutch 22 is a friction clutch device capable of engaging with the second input shaft 28 of the mechanism 40. The first clutch 21 and the second clutch 22 may be a wet multi-plate clutch or a dry single-plate clutch.

  The first clutch 21 includes a disc-shaped friction plate, and is configured by a friction type disk clutch that transmits mechanical power by the frictional force of the friction plate. The first clutch 21 switches the engagement / release state between the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 of the first transmission mechanism 30. The first clutch 21 engages the engine output shaft 8 and the first input shaft 27 to rotate the engine output shaft 8 and the first input shaft 27 integrally, and the engine output shaft 8 is transferred from the internal combustion engine 5 to the first clutch 21. The mechanical power transmitted through the first transmission mechanism 30 can be transmitted to the first transmission mechanism 30. Further, the first clutch 21 releases the engine output shaft 8 and the first input shaft 27, that is, the engine output shaft 8 and the first input shaft 27 are not engaged with each other. It is possible to prevent mechanical power from being transmitted from 8 to the first input shaft 27. Alternatively, whether or not mechanical power is transmitted from the first input shaft 27 to the engine output shaft 8 can be switched by similarly switching the engaged / released state by the first clutch 21.

  On the other hand, the second clutch 22 is composed of a frictional disc clutch or the like, like the first clutch 21. The second clutch 22 switches the engagement / release state between the engine output shaft 8 of the internal combustion engine 5 and the second input shaft 28 of the second transmission mechanism 40. The second clutch 22 engages the engine output shaft 8 and the second input shaft 28 to rotate the engine output shaft 8 and the second input shaft 28 together, and from the internal combustion engine 5 through the engine output shaft 8. The mechanical power transmitted in this manner can be transmitted to the second transmission mechanism 40. Further, the second clutch 22 releases the engine output shaft 8 and the second input shaft 28, that is, the engine output shaft 8 and the second input shaft 28 are not engaged with each other. It is also possible to prevent mechanical power from being transmitted from 8 to the second input shaft 28. Or similarly, by switching the engaged / released state by the second clutch 22, it is also possible to switch whether mechanical power is transmitted from the second input shaft 28 to the engine output shaft 8.

  The switching between the engaged state and the released state (non-engaged state) of the first clutch 21 and the second clutch 22 is controlled by the ECU 100 via an actuator. In the dual clutch mechanism 20, the ECU 100 places one of the first clutch 21 and the second clutch 22 in an engaged state and puts the other in a released state, so that the mechanical power from the internal combustion engine 5 is reduced. Any one of the first transmission mechanism 30 and the second transmission mechanism 40 can be transmitted.

  Here, the detailed structure of the dual clutch mechanism 20 is demonstrated using FIG. As shown in FIG. 2, the dual clutch mechanism 20 includes a drive gear 14 c, a first gear 16, and a second gear 18. Here, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged to extend in parallel with a predetermined interval. The drive gear 14 c is coupled to the end of the engine output shaft 8 and meshes with the first gear 16 and the second gear 18. The first gear 16 is coupled to the first clutch 21, and the second gear 18 is coupled to the second clutch 22. The mechanical power transmitted from the internal combustion engine 5 to the engine output shaft 8 is transmitted from the drive gear 14c to the first clutch 21 via the first gear 16, and from the drive gear 14c to the second clutch 18 via the second gear 18. 22 is transmitted.

  The first speed change mechanism 30 and the second speed change mechanism 40 have five speed stages from the first speed gear stage 31 to the fifth speed gear stage 35 in the forward direction, and one gear stage in the reverse direction and the reverse gear stage. 39. The reduction ratios of the first to fifth speed gears 31 to 35, which are forward shift speeds, are the first speed gear stage 31, the second speed gear stage 42, the third speed gear stage 33, and the fourth speed gear stage 44. The fifth gear stage 35 is set to become smaller in order.

  The first speed change mechanism 30 is configured as a parallel shaft gear device having a plurality of gear pairs, and basically includes a first input shaft 27, a first group of shift stages, a first output shaft 37, And a first drive gear 37c. Here, the first gear stage includes an odd-numbered stage, that is, a first speed gear stage 31, a third speed gear stage 33, and a fifth speed gear stage 35. The first speed change mechanism 30 further includes a first speed coupling mechanism 31e for switching the engagement / release state between the first speed gear stage 31 and the first output shaft 37, a third speed gear stage 33, and a first speed gear stage 33. A third speed coupling mechanism 33e for switching the engagement / release state with the output shaft 37, and a fifth speed coupling mechanism 35e for switching the engagement / release state between the fifth speed gear stage 35 and the first output shaft 37; Have. A rotor 52 of a motor 50 described later is coupled to the first input shaft 27 of the first transmission mechanism 30. In the first speed change mechanism 30, the first speed gear 31 is the lowest speed among the forward speeds 31, 33, and 35.

  The first speed gear stage 31 is composed of a pair of gears, and is provided to be rotatable around a first speed main gear 31a coupled to the first input shaft 27 and a first output shaft 37. And a first speed counter gear 31c that meshes with the main gear 31a. Further, the first speed coupling mechanism 31 e switches the engagement / release state between the first speed counter gear 31 c and the first output shaft 37.

  When the ECU 100 selects the first gear 31 as a gear to transmit mechanical power based on the operating conditions, the first gear 31c and the first output shaft 37 are selected by the first gear coupling mechanism 31e. Engage. Thereby, mechanical power is transmitted from the first input shaft 27 to the first output shaft 37 via the first speed main gear 31a and the first speed counter gear 31c. In this way, the first speed change mechanism 30 changes the mechanical power received from the first input shaft 27 by the first speed gear 31, changes the torque, and transmits it to the first output shaft 37.

  The third speed gear stage 33 is composed of a gear pair, and is provided to be rotatable about a third speed main gear 33a coupled to the first input shaft 27 and a first output shaft 37. And a third speed counter gear 33c that meshes with the main gear 33a. The third speed coupling mechanism 33e switches the engagement / release state between the third speed counter gear 33c and the first output shaft 37.

  When the ECU 100 selects the third speed gear stage 33 as a gear stage for transmitting mechanical power based on the operating conditions, the third speed counter gear 33c and the first output shaft 37 are selected by the third speed coupling mechanism 33e. Engage. Thus, mechanical power is transmitted from the first input shaft 27 to the first output shaft 37 via the third speed main gear 33a and the third speed counter gear 33c. In this way, the first speed change mechanism 30 changes the mechanical power received from the first input shaft 27 by the third speed gear stage 33, changes the torque, and transmits it to the first output shaft 37.

  The fifth speed gear stage 35 is composed of a pair of gears, and is provided rotatably around a fifth speed main gear 35a coupled to the first input shaft 27 and a first output shaft 37. And a fifth speed counter gear 35c meshing with the main gear 35a. Further, the fifth speed coupling mechanism 35 e switches the engagement / release state of the fifth speed counter gear 35 c and the first output shaft 37.

  When the ECU 100 selects the fifth speed gear stage 35 as a gear stage for transmitting mechanical power based on the operating conditions, the fifth speed coupling gear 35e causes the fifth speed counter gear 35c and the first output shaft 37 to Engage. Thus, mechanical power is transmitted from the first input shaft 27 to the first output shaft 37 via the fifth speed main gear 35a and the fifth speed counter gear 35c. In this way, the first speed change mechanism 30 changes the mechanical power received from the first input shaft 27 by the fifth speed gear stage 35, changes the torque, and transmits it to the first output shaft 37.

  Here, a first drive gear 37 c is coupled to the first output shaft 37 of the first transmission mechanism 30, and the first drive gear 37 c meshes with the power integrated gear 58. A propulsion shaft 66 is coupled to the power integrated gear 58. The propulsion shaft 66 is engaged with a drive shaft 80 to which a drive wheel 82 is coupled via a final reduction device 70 described later. That is, the first output shaft 37 of the first transmission mechanism 30 is engaged with the drive shaft 80 via the first drive gear 37 c and the power integrated gear 58. Therefore, the mechanical power transmitted to the first output shaft 37 is transmitted to the drive shaft 80 via the first drive gear 37c and the power integrated gear 58, and is transmitted to the drive wheels 82 coupled to the drive shaft 80. .

  When selecting any one of the shift stages 31, 33, 35 of the first transmission mechanism 30, the ECU 100 engages the coupling mechanism corresponding to the selected shift stage, The coupling mechanism corresponding to the speed stage not selected in the first speed change mechanism 30 is set to the released state. As a result, the first transmission mechanism 30 shifts the mechanical power received by the first input shaft 27 at the selected shift speed, transmits it to the first output shaft 37, and outputs it to the drive shaft 80. be able to.

  Further, when the ECU 100 does not select any of the gear stages 31, 33, 35 of the first transmission mechanism 30, the coupling mechanisms 31e, 33e, 35e of the first transmission mechanism 30 are all released. Thereby, the first speed change mechanism 30 can block transmission of mechanical power between the first input shaft 27 and the first output shaft 37.

  On the other hand, like the first transmission mechanism 30, the second transmission mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs, and basically includes the second input shaft 28 and the second group of gears. It has a gear stage, a second output shaft 48, and a second drive gear 48c. The second group of shift stages includes even stages, that is, the second gear stage 42, the fourth gear stage 44, and the reverse gear stage 49. Further, the second speed change mechanism 40 further includes a second speed coupling mechanism 42e for switching the engagement / release state between the second speed gear stage 42 and the second output shaft 48, a fourth speed gear stage 44, and a second speed stage. A fourth speed coupling mechanism 44e that switches the engagement / release state with the output shaft 48 and a reverse coupling mechanism 49e that switches the engagement / release state between the reverse gear stage 49 and the second output shaft 48 are provided. Of the gear stages 42 and 44 of the second transmission mechanism 40, the second gear stage 42 is the lowest gear stage.

  The second speed gear stage 42 is composed of a pair of gears, and is provided so as to be rotatable about a second speed main gear 42 a coupled to the second input shaft 28 and a second output shaft 48. A second speed counter gear 42c meshing with the main gear 42a is provided. The second speed coupling mechanism 42e switches the engagement / release state between the second speed counter gear 42c and the second output shaft 48.

  When the ECU 100 selects the second gear stage 42 as the gear stage for transmitting mechanical power based on the operating conditions, the ECU 100 causes the second counter gear 42c and the second output shaft 48 to be connected by the second speed coupling mechanism 42e. Engage. Thus, mechanical power is transmitted from the second input shaft 28 to the second output shaft 48 via the second speed main gear 42a and the second speed counter gear 42c. In this way, the second speed change mechanism 40 changes the mechanical power received from the second input shaft 28 by the second speed gear stage 42, changes the torque, and transmits it to the second output shaft 48.

  The fourth speed gear stage 44 is composed of a gear pair, and is provided rotatably around a fourth speed main gear 44a coupled to the second input shaft 28 and a second output shaft 48. A fourth speed counter gear 44c that meshes with the main gear 44a is provided. The fourth speed coupling mechanism 44e switches the engagement / release state of the fourth speed counter gear 44c and the second output shaft 48.

  When the ECU 100 selects the fourth gear stage 44 as a gear stage for transmitting mechanical power based on the operating conditions, the ECU 100 causes the fourth counter gear 44c and the second output shaft 48 to be connected by the fourth speed coupling mechanism 44e. Engage. As a result, the mechanical power is transmitted from the second input shaft 28 to the second output shaft 48 via the fourth speed main gear 44a and the fourth speed counter gear 44c. In this way, the second speed change mechanism 40 shifts the mechanical power received from the second input shaft 28 by the fourth speed gear stage 44, changes the torque, and transmits it to the second output shaft 48.

  The reverse gear stage 49 meshes with a reverse main gear 49a coupled to the second input shaft 28, a reverse intermediate gear 49b meshed with the reverse main gear 49a, and a reverse intermediate gear 49b, and rotates around the second output shaft 48. And a reverse counter gear 49c, which is a loose gear provided in a possible manner. The reverse coupling mechanism 49e switches the engagement / release state of the reverse counter gear 49c and the second output shaft 48.

  When the reverse gear stage 49 is selected as the gear stage for transmitting mechanical power based on the operating conditions, the ECU 100 causes the reverse counter gear 49c and the second output shaft 48 to engage with each other by the reverse coupling mechanism 49e. Thus, mechanical power is transmitted from the second input shaft 28 to the second output shaft 48 via the reverse main gear 49a, the reverse intermediate gear 49b, and the reverse counter gear 49c. In this way, the second speed change mechanism 40 changes the rotational direction of the mechanical power received from the second input shaft 28 in the reverse direction and reverses the speed by the reverse gear stage 49, changes the torque, and changes the second output. Transmit to shaft 48.

  Here, a second drive gear 48 c is coupled to the second output shaft 48 of the second transmission mechanism 40, and the second drive gear 48 c meshes with the power integrated gear 58. Further, a propulsion shaft 66 is coupled to the power integrated gear 58, and the propulsion shaft 66 is engaged with a drive shaft 80 coupled to a drive wheel 82 via a final reduction device 70 described later. That is, the second output shaft 48 of the second speed change mechanism 40 is engaged with the drive shaft 80 via the second drive gear 48 c and the power integration gear 58. Accordingly, the mechanical power transmitted to the second output shaft 48 is transmitted to the drive shaft 80 via the second drive gear 48c and the power integrated gear 58, and is transmitted to the drive wheel 82 coupled to the drive shaft 80. .

  When selecting any one of the shift stages 42, 44, and 49 of the second transmission mechanism 40, the ECU 100 engages the coupling mechanism corresponding to the selected shift stage, and The coupling mechanism corresponding to the gear stage that is not selected in the two speed change mechanism 40 is released. As a result, the second speed change mechanism 40 shifts the mechanical power received by the second input shaft 28 at the selected speed, transmits it to the second output shaft 48, and outputs it to the drive shaft 80. Can do.

  When the ECU 100 does not select any of the gear stages 42, 44, 49 of the second transmission mechanism 40, the coupling mechanisms 42e, 44e, 49e of the second transmission mechanism 40 are all released. Thereby, the second transmission mechanism 40 can block transmission of mechanical power between the second input shaft 28 and the second output shaft 48.

  The motor 50 has a function as an electric motor that converts supplied electric power into mechanical power and outputs it, and a rotating electric machine that has a function as an electric generator that converts input mechanical power into electric power and recovers it, This is a so-called motor generator. The motor 50 is composed of a permanent magnet AC synchronous motor, and receives a three-phase AC power supplied from an inverter 110, which will be described later, to form a rotating magnetic field, and a rotor that is attracted to the rotating magnetic field and rotates. And the rotor 52. The motor 50 is provided with a resolver that detects the rotational angle position of the rotor 52, and sends a signal related to the rotational angle position of the rotor 52 to the ECU 100.

  The rotor 52 of the motor 50 is coupled to the first input shaft 27 of the first transmission mechanism 30 via the speed reduction mechanism 56. The speed reduction mechanism 56 includes a main gear 56a engaged with the first input shaft 27 and a counter gear 56c engaged with the motor shaft 56e and meshing with the main gear 56a. The motor shaft 56e is engaged with the rotor 52. The speed reduction mechanism 56 transmits the mechanical power output from the rotor 52 of the motor 50 and transmitted to the counter gear 56 c to the first input shaft 27 from the main gear 56 a while increasing the torque while reducing the rotational speed. In addition, the motor 50 converts the mechanical power (torque) transmitted from the drive wheels 82 to the rotor 52 via the first output shaft 37 and the speed reduction mechanism 56 into AC power and collects it in the secondary battery 120.

  In the present embodiment, the speed reduction mechanism 56 is provided between the first input shaft 27 and the rotor 52 to reduce the rotational speed of the rotor 52, that is, to reduce the speed and transmit it to the first input shaft 27. It is not limited to this. For example, the rotor 52 may be directly connected to the first input shaft 27 without providing the speed reduction mechanism 56.

  Here, in the following description, the fact that the motor 50 functions as an electric motor and the motor 50 outputs mechanical power from the rotor 52 is referred to as “power running”. On the other hand, the motor 50 is caused to function as a generator, and mechanical power transmitted from the drive wheels 82 to the rotor 52 of the motor 50 is converted into electric power and recovered. The braking of the rotation of the rotor 52 and the member (for example, the drive wheel 82) engaged therewith is referred to as “regenerative braking”. The hybrid vehicle 1 can perform regenerative braking in which the rotation of the drive wheels 82 is transmitted to the rotor 52 and the motor 50 functions as a generator to brake the drive wheels 82.

  Further, the torque acting on the drive shaft 80 and the drive wheel 82 engaged with the rotor 52 of the motor 50 by performing regenerative braking is referred to as “regenerative braking torque”. Further, the mechanical power [kW] acting on the drive wheels 82 so as to brake and decelerate the hybrid vehicle 1 by performing regenerative braking is referred to as “regenerative braking power”. That is, the regenerative braking power is a value obtained by multiplying the regenerative braking torque by the rotational speed (wheel speed) of the drive shaft 80 and the drive wheels 82. The ECU 100 controls power running and regenerative braking by the motor 50, that is, switching of the function of the motor 50 as an electric motor / generator, regenerative braking torque and regenerative braking power.

  The inverter 110 is a power supply device that supplies AC power to the motor 50. The inverter 110 converts DC power supplied from the secondary battery 120 into AC power and supplies the AC power to the motor 50. Further, the inverter 110 converts AC power from the motor 50 into DC power and collects it in the secondary battery 120. Note that the ECU 100 controls power supply from the inverter 110 to the motor 50 and power recovery from the motor 50.

  The final reduction gear 70 decelerates the mechanical power transmitted from the prime mover to the propulsion shaft 66 and distributes it to the left and right drive shafts 80 engaged with the drive wheels 82. The final reduction gear 70 includes a drive pinion 68 coupled to the propulsion shaft 66, and a differential mechanism 74 in which the drive pinion 68 and the ring gear 72 mesh with each other at right angles. The final reduction gear 70 reduces the mechanical power transmitted from at least one of the prime mover, that is, the internal combustion engine 5 and the motor 50 to the propulsion shaft 66 by the drive pinion 68 and the ring gear 72, and the right and left drive shafts by the differential mechanism 74 The drive wheels 82 distributed to 80 and coupled to the drive shaft 80 can be rotationally driven.

  The hybrid vehicle 1 is provided with a vehicle speed sensor 84 that detects the speed of the hybrid vehicle 1 from the rotational speed of the drive wheels 82. The vehicle speed sensor 84 sends a signal related to the vehicle speed of the hybrid vehicle 1 calculated from the detected rotational speed of the drive wheel 82 to the ECU 100.

  The hybrid vehicle 1 is also provided with an accelerator pedal position sensor (hereinafter also referred to as “accelerator sensor”) 86 that detects an operation amount of an accelerator pedal operated by a driver. The accelerator sensor 86 sends a signal related to the detected operation amount of the accelerator pedal to the ECU 100.

  Furthermore, the hybrid vehicle 1 is provided with a battery monitoring unit that detects a state of charge (SOC) of the secondary battery 120, and a signal related to the detected state of charge of the secondary battery 120 is It is sent to the ECU 100. The hybrid vehicle 1 is also provided with a brake pedal stroke sensor that detects the amount of operation of the brake pedal by the driver, and sends a signal related to the detected amount of operation of the brake pedal to the ECU 100.

  The A / C compressor 90 is a driven machine (hereinafter also referred to as “auxiliary machine”) that operates by receiving mechanical power from the outside. The A / C compressor 90 is a part of an air conditioner that adjusts the room temperature inside the hybrid vehicle 1, compresses the refrigerant sucked from the evaporator, and supplies the compressed refrigerant to the condenser. The A / C compressor 90 operates by receiving mechanical power from the rotor 52.

  The A / C compressor 90 can operate by receiving mechanical power transmitted from the rotor 52 when the rotor 52 rotates in the “forward direction” regardless of whether the motor 50 is powered. . The “forward direction” means that the rotor 52 and the drive wheel 82 are engaged by the forward shift stages 31, 33, 35, 42, 44 of the first and second transmission mechanisms 30, 40. This is the rotational direction (direction) of the rotor 52 in which the drive wheels 82 rotate so that the hybrid vehicle 1 moves forward. On the other hand, when the rotor 52 rotates in the “reverse direction” or does not rotate (stills stationary), the A / C compressor 90 stops its operation and becomes inactive. . In other words, the A / C compressor 90 operates when the rotor 52 of the electric motor 50 is rotating in a predetermined “forward direction”.

  The A / C compressor 90 is a continuously variable capacity compressor, and is configured to be able to continuously change the refrigerant discharge amount per rotation of the rotor 52 (hereinafter referred to as “compressor capacity”). . The compressor capacity of the A / C compressor 90, that is, the output (power) of the auxiliary machine can be controlled by the ECU 100. When the rotor 52 rotates at the same rotational speed, the A / C compressor 90 increases the amount of refrigerant discharged per hour and increases the A / C cooling capacity as the compressor capacity is largely controlled by the ECU 100. To do. Here, when the compressor capacity of the A / C compressor 90 is increased, the force required for one rotation of the rotor 52 of the motor 50 increases.

  In the hybrid vehicle 1, a switch (hereinafter referred to as “A / C switch”) that requests the ECU 100 to operate the A / C compressor 90 in order for the driver to select an operation as a refrigerant device of the air conditioner. 94 is provided. The A / C switch 94 is provided in a place that can be operated by the driver, such as an instrument panel in the passenger compartment, and is switched between an ON state and an OFF state by the driver's operation. It is configured to be possible. The A / C switch 94 sends a signal related to the on / off state to the ECU 100.

  The hybrid vehicle 1 is also provided with a lamp (hereinafter referred to as “A / C lamp”) 96 that notifies the driver of the operation of the air conditioner as a cooling device. The A / C lamp 96 is basically lit when the air conditioner is operating as a cooling device, and allows the driver to recognize the operation. Lighting / extinguishing of the A / C lamp 96 is controlled by the ECU 100.

  The ECU 100 is a gear stage selected in the first transmission mechanism 30 and the second transmission mechanism 40, that is, coupling mechanisms 31e, 42e, 33e, 42e, 35e, and 49e (hereinafter also simply referred to as “31e to 49e”). The engaged / released state and the engaged / released state of the first and second clutches 21 and 22 are detected, and the internal combustion engine 5 and the motor 50 and the first and second clutches 21 and 22 are detected based on the detection result. And a control function for controlling the first and second transmission mechanisms 30 and 40 in a coordinated manner.

  The ECU 100 also detects a signal related to the rotational angle position (crank angle) of the engine output shaft 8 from the crank angle sensor, a signal related to the rotational angle position of the rotor 52 of the motor 50 from the resolver, and a hybrid from the vehicle speed sensor 84. A signal related to the vehicle speed of the vehicle 1 is detected. The ECU 100 detects a signal related to the operation amount of the accelerator pedal from the accelerator sensor 86 and a signal related to the operation amount of the brake pedal from the brake pedal stroke sensor. In addition, ECU 100 detects a signal related to the storage state of secondary battery 120.

  The ECU 100 calculates various control variables based on these signals. The control variables are also referred to as the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter also referred to as “engine rotational speed”) and the torque output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter also referred to as “engine load”). ), The rotational speed of the rotor 52 of the motor 50 (hereinafter also referred to as “motor rotational speed”), and “regenerative braking torque” that is torque acting on the drive wheels 82 and the drive shaft 80 by performing regenerative braking, Regenerative braking power, which is mechanical power acting on the drive wheel 82 and the drive shaft 80 by performing regenerative braking, the engaged / released state of the first and second clutches 21 and 22, and the first and second transmission mechanisms. 30, 40, the traveling speed of the hybrid vehicle 1 (hereinafter also referred to as “vehicle speed”), the state of charge (SOC) of the secondary battery 120, and the driving force required by the driver. Etc.

  Based on these control variables, the ECU 100 knows the operating states of the internal combustion engine 5 and the motor 50, and the gear position and speed change operation selected in the first and second speed change mechanisms 30, 40, that is, each coupling mechanism. Controlling the engagement / release state of the counter gears 31c-49c by 31e-49e and the first output shaft 37 or the second output shaft 48 and the engagement / release state of the first clutch 21 and the second clutch 22 Is possible. Further, the ECU 100 controls the power running and regenerative braking of the motor 50, that is, the motor rotation speed, the motor output torque, and the regenerative braking torque, and the engine load and engine rotation speed of the internal combustion engine 5.

  The ECU 100 also includes a compressor control means 102 that controls the operation of the A / C compressor 90, a clutch control means 104 that controls the operation of the dual clutch mechanism 20, and a motor control means 106 that controls the operation of the motor 50. . The function of each part will be described in detail later.

  The hybrid vehicle 1 is basically configured as described above. As described above, the hybrid vehicle 1 selects the selected shift speed when the ECU 100 selects any one shift speed among the first shift speeds 31, 33, and 35 of the first speed change mechanism 30 based on the driving conditions. The counter gear and the first output shaft 37 are brought into an engaged state by a coupling mechanism corresponding to the stage, and the first clutch 21 is brought into an engaged state and the second clutch 22 is brought into a released state. Thus, the engine output shaft 8 is engaged with the drive shaft 80 via the first input shaft 27, the first output shaft 37, the power integrated gear 58, the propulsion shaft 66, and the final reduction gear 70, and the first transmission mechanism 30. The mechanical power output from at least one of the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 is received by the first input shaft 27, and among the shift speeds (odd speed stages) 31, 33, 35. The gear can be shifted by the selected gear position, the torque can be changed, and output to the drive shaft 80 engaged with the drive wheel 82.

  At this time, the rotation of the drive wheels 82 is also transmitted to the second output shaft 48 of the second transmission mechanism 40 via the power integration gear 58. The ECU 100 selects one of the second speed stages 42, 44, 49 of the second speed change mechanism 40, and engages the counter gear with the second output shaft 48 by the corresponding coupling mechanism. In the combined state, the mechanical power transmitted from the power integrated gear 58 to the second output shaft 48 is selected from the shift stages (even stages) 42 and 44 and the reverse gear stage 49 of the second transmission mechanism 40. The speed is changed by the shift speed and transmitted to the second input shaft 28 to rotate the second input shaft 28. When the ECU 100 does not select any of the gear stages 42, 44, and 49 of the second transmission mechanism 40, that is, when all of the coupling mechanisms 42e, 44e, and 49e of the second transmission mechanism 40 are in the released state, The power transmission is interrupted between the two output shaft 48 and the second input shaft 28, and the rotation of the drive wheel 82 is not transmitted to the second input shaft 28.

  On the other hand, when the ECU 100 selects any one of the second gear stages 42, 44, and 49 of the second transmission mechanism 40 based on the driving conditions, the coupling mechanism corresponding to the selected gear stage is used. The counter gear and the second output shaft are engaged, the second clutch 22 is further engaged, and the first clutch 21 is released. Thus, the engine output shaft 8 is engaged with the drive shaft 80 via the second input shaft 28, the second output shaft 48, the power integrated gear 58, the propulsion shaft 66, and the final reduction gear 70, and the second speed change mechanism 40. The mechanical power output from the engine output shaft 8 of the internal combustion engine 5 is received by the second input shaft 28, and the selected shift stage among the respective shift stages (even stages) 42 and 44 and the reverse gear stage 49 is selected. Thus, the speed can be changed, and the torque can be changed and output toward the drive shaft 80 engaged with the drive wheel 82.

  At this time, the rotation of the drive wheels 82 is also transmitted to the first output shaft 37 of the first transmission mechanism 30 via the power integration gear 58. The ECU 100 selects one of the first gear stages 31, 33, 35 of the first transmission mechanism 30, and the counter gear and the first output shaft are selected by the corresponding coupling mechanisms 31e, 33e, 35e. 37 is in the engaged state, the mechanical power transmitted from the power integrated gear 58 to the first output shaft 37 is selected from among the shift stages (odd stages) 31, 33, 35 of the first transmission mechanism 30. The speed is changed by the shift speed and transmitted to the first input shaft 27 to rotate the rotor 52 of the motor 50. Note that when the ECU 100 does not select any of the gear stages 31, 33, and 35 of the first transmission mechanism 30, that is, when all of the coupling mechanisms 31e, 33e, and 35e of the first transmission mechanism 30 are in the released state, The power transmission is interrupted between the first output shaft 37 and the first input shaft 27, and the rotation of the drive wheels 82 is not transmitted to the first input shaft 27.

  In the hybrid vehicle 1 configured as described above, the power transmission between the engine output shaft 8 and the drive wheels 82 is interrupted at the time of shifting by alternately connecting the first clutch 21 and the second clutch 22. The details can be described below.

  First, the ECU 100 selects any one of the shift stages 31, 42, 33, 44, 35, 49 of the first and second transmission mechanisms 30, 40. For example, when the selected gear stage is the first speed gear stage 31 among the gear stages 31, 33, 35 of the first transmission mechanism 30, the ECU 100 performs the first speed coupling mechanism corresponding to the first speed gear stage 31. The counter gear 31c and the first output shaft 37 are engaged with each other by 31e, and the other counter gears 33c and 35c and the first output shaft 37 are released. Then, the ECU 100 puts the first clutch 21 into an engaged state and puts the second clutch 22 into a released state. As a result, the driving device 10 receives the mechanical power from the internal combustion engine 5 by the first input shaft 27, and is the first selected shift stage among the first stage (odd number) shift stages 31, 33, 35. The speed is changed by the first gear 31 and transmitted from the first output shaft 37 to the drive shaft 80, so that the drive wheels 82 can be driven to rotate.

  At this time, the ECU 100 is one speed higher (high gear) side than the first speed gear stage 31 that is the speed stage selected in the first speed change mechanism 30 among the speed stages 42, 44, 49 of the second speed change mechanism 40. The second gear stage 42 is selected, and the second counter gear 42c and the second output shaft 48 are brought into an engaged state by the corresponding second speed coupling mechanism 42e. The ECU 100 causes the second counter gear 42c and the second output shaft 48 to engage with each other, thereby transmitting mechanical power from the second output shaft 48 to the second input shaft 28 and causing the second input shaft 28 to idle. Let In this way, the ECU 100 is provided for a shift operation from the first speed gear stage 31 to the second speed gear stage 42, that is, an engagement / release operation of the first clutch 21 and the second clutch 22.

  Then, when performing a shift (upshift) from the first speed gear stage 31 of the first transmission mechanism 30 to the second speed gear stage 42 of the second transmission mechanism 40, the ECU 100 places the first clutch 21 in the released state. However, by bringing the second clutch 22 into the engaged state, the driving device 10 performs an operation of re-clipping the first clutch 21 and the second clutch 22, so-called “clutch-to-clutch”. With this operation, the driving device 10 gradually moves the power transmission path from the engine output shaft 8 from the first input shaft 27 of the first transmission mechanism 30 to the second input shaft 28 of the second transmission mechanism 40. The shift to the second gear stage 42 is completed. At this time, the second clutch 22 is changed from the released state to a half-engaged state, that is, a so-called half-clutch state, and then to the engaged state, and the first clutch 21 is changed from the engaged state to the half-engaged state. And then released.

  In this manner, the driving device 10 shifts from the first speed gear stage 31 that is the odd speed stage to the speed stage of the first transmission mechanism 30, that is, the second speed gear that is the even speed stage of the second transmission mechanism 40. At the time of shifting to the stage 42, it is possible to shift without causing any interruption in power transmission from the engine output shaft 8 to the drive shaft 80.

  Moreover, the hybrid vehicle 1 can implement | achieve various vehicle driving | running | working (running mode) by using together or selecting and using the internal combustion engine 5 and the motor 50 as a motor. For example, there are “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover, “hybrid running” in which the internal combustion engine 5 and the motor 50 are used in combination as a prime mover, and “motor running” in which only the motor 50 is selectively used as a prime mover.

  These travel modes are automatically and sequentially switched by the ECU 100 in accordance with the vehicle driving force requested by the driver and the storage state of the secondary battery 120 that stores the power supplied to the motor 50. Hereinafter, the control of the ECU 100 in each travel mode and the operations of the internal combustion engine 5, the first clutch 21 and the second clutch 22, the first transmission mechanism 30, the second transmission mechanism 40, and the motor 50 will be described together.

  First, engine driving using only the internal combustion engine 5 as a prime mover uses the power of the prime mover as follows. First, when any one of the shift stages 31, 33, 35 of the first transmission mechanism 30 is selected as the shift stage, the ECU 100 causes the first clutch 21 to be engaged and the second clutch 22 to be released. Thus, the mechanical power from the engine output shaft 8 of the internal combustion engine 5 is transmitted to the first input shaft 27, and the transmitted mechanical power is any one of the shift stages 31, 33, 35 of the first transmission mechanism 30. The drive wheel 82 is rotationally driven by being transmitted to the drive shaft 80 from the first output shaft 37 via the power integration gear 58. In addition, when any one of the shift stages 42, 44, and 49 of the second transmission mechanism 40 is selected as the shift stage, the ECU 100 causes the first clutch 21 to be released and the second clutch 22 to be engaged by the ECU 100. In this state, mechanical power from the engine output shaft 8 of the internal combustion engine 5 is transmitted to the second input shaft 28, and the transmitted mechanical power is selected from any of the gear stages 42, 44, 49 of the second transmission mechanism 40. The speed is changed by one and transmitted from the second output shaft 48 to the drive shaft 80 via the power integration gear 58 to drive the drive wheels 82 to rotate.

Next, the hybrid traveling using the internal combustion engine 5 and the motor 50 as a prime mover uses the power of the prime mover as follows.
First, when one of the shift stages 31, 33, 35 of the first transmission mechanism 30 is selected as the shift stage and the mechanical power of the internal combustion engine 5 is used, the ECU 100 further powers the motor 50. Thus, the output torque is transmitted from the rotor 52 to the first input shaft 27. Thus, the drive device 10 integrates the mechanical power from the rotor 52 of the motor 50 and the mechanical power from the engine output shaft 8 of the internal combustion engine 5 with the first input shaft 27, and the first transmission mechanism 30 The gear can be shifted and transmitted to the drive shaft 80 via the power integration gear 58.

  Further, when any one of the shift stages 42, 44, 49 of the second transmission mechanism 40 is selected as the shift stage and the mechanical power of the internal combustion engine 5 is used, the ECU 100 further powers the motor 50. Thus, the output torque is transmitted from the rotor 52 to the first input shaft 27. Specifically, the power transmitted from the motor 50 to the first input shaft 27 is selected by selecting any one of the shift stages 31, 33, and 35 of the first transmission mechanism 30 with the first clutch 21 released. Is transmitted to the first output shaft 37 by the selected gear position. As a result, the drive device 10 shifts the mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the mechanical power from the rotor 52 of the motor 50 by the first transmission mechanism 30 and the second transmission mechanism 40, respectively. Then, it can be integrated by the power integration gear 58 and transmitted to the drive shaft 80.

  In addition, motor driving in which only the motor 50 is selectively used as a prime mover in the hybrid vehicle 1 uses the power of the prime mover as follows. In this case, unlike the above-described engine traveling and hybrid traveling control, first, the ECU 100 causes both the first clutch 21 and the second clutch 22 to be disengaged and causes the motor 50 to power. Further, the ECU 100 selects any one of the shift stages 31, 33, 35 of the first transmission mechanism 30 and puts the corresponding coupling mechanism into an engaged state. The driving device 10 receives the mechanical power from the rotor 52 of the motor 50 by the first input shaft 27, changes the speed at a speed selected from the speeds 31, 33, and 35 of the first speed change mechanism 30, The driving wheel 82 is rotated by being transmitted from the integrated gear 58 to the driving shaft 80.

  Further, the hybrid vehicle 1 travels the hybrid vehicle 1 without causing the driving force by the prime mover or the braking force by the friction brake when both the accelerator pedal and the brake pedal are not operated, so-called “coast down traveling”. May do. In this case, the hybrid vehicle 1 can be moderately decelerated as compared with the case where the hybrid vehicle 1 is braked by a friction brake by performing regenerative braking by causing the motor 50 to function as a generator under the control of the ECU 100. it can. The hybrid vehicle 1 is normally regenerated by shifting the rotation of the drive wheels 82 by any one of the shift stages 31, 33, 35 of the first transmission mechanism 30 and transmitting the rotation to the rotor 52 from the first input shaft 27. Braking can be performed. In addition, when the brake pedal is operated and the braking force is generated by the driving force or the friction brake, the ECU 100 may further reduce the speed by causing the motor 50 to function as a generator and perform regenerative braking. By performing regenerative braking in this way and causing the motor 50 to function as a generator, the secondary battery 120 can be charged.

  Next, with reference to FIG. 3, the control by the ECU 100 when the hybrid vehicle 1 starts to travel will be described. FIG. 3 is a flowchart showing an example of control by the ECU 100. First, in step S10, the ECU 100 determines whether the hybrid vehicle 1 (hereinafter also simply referred to as “vehicle 1”) is stopped based on a signal sent from the vehicle speed sensor 84. Specifically, it is determined by the vehicle speed sensor 84 whether the speed of the vehicle 1 is zero. If it is determined in step S10 that the vehicle 1 is stopped, the ECU 100 proceeds to step S12. If the ECU 100 determines that the vehicle 1 is not stopped, that is, the vehicle speed is not zero, the ECU 100 proceeds to step S10. Proceed and repeat step S10.

  Next, the ECU 100 determines whether or not the accelerator is on (ON) as step S12. That is, ECU 100 determines whether or not the accelerator pedal is depressed based on a signal sent from accelerator sensor 86. The state where the accelerator pedal is depressed is the state where the accelerator is on, and the state where the accelerator pedal is not depressed is the state where the accelerator is off. If it is determined in step S12 that the accelerator is on, the ECU 100 proceeds to step S28, and if it is determined that the accelerator is off, the ECU 100 proceeds to step S14.

  Next, ECU100 determines whether an air conditioner is ON as step S14. If it is determined in step S14 that the air conditioner is on, ECU 100 proceeds to step S16. If it is determined that the air conditioner is off, ECU 100 proceeds to step S10 and repeats the above-described operation.

  Next, the ECU 100 turns off all gears of the first transmission mechanism 30 and the second transmission mechanism 40 in step S16. That is, all the gear stages from the first speed gear stage 31 to the fifth speed gear stage 35 and the reverse gear stage 49 are not selected. When all the gears are turned off, the ECU 100 causes the clutch control means 104 to turn off the first clutch 21 in step S18. That is, the clutch pressure of the first clutch 21 is set to zero, and the first clutch 21 is released. As described above, the ECU 100 releases the gear stage and the clutch in Step S16 and Step S1, thereby preventing the power from being transmitted to the internal combustion engine 5 and the drive wheel 82 via the gear stage and the clutch.

  Next, ECU100 drives the motor 50 by the motor control means 106 as step S20. Here, since the clutch and the gear stage are released, the power output from the motor 50 is not transmitted to the internal combustion engine 5 and the drive wheels 82. Thereafter, the ECU 100 sets the duty of the flow control valve of the A / C compressor 90 to A (t1) by the compressor control means 102 in step S22. Thus, the compressor control means 102 sets the capacity of the A / C compressor 90 to a predetermined capacity by setting the duty of the flow control valve. That is, the refrigerant discharge amount per rotation of the rotor 52 of the motor 50 is set. Next, in step S24, the ECU 100 controls the motor required driving force to be P (A (t1)), and the motor control means 106 controls the driving force of the motor 50 to be P (A (t1)). Here, the ECU 100 calculates the driving force of the motor 50 that can discharge the refrigerant discharge amount per one rotation of the rotor 52 calculated from the duty A (t1) of the flow control valve set in step S22, and the driving force. Is the required driving force P (A (t1)). As described above, when the vehicle is stopped, the motor 50 is driven, and the power transmitted from the motor 50 is transmitted to the A / C compressor 90, thereby driving the air conditioner without driving the internal combustion engine 5. Can do. Further, by using the driving force of the motor according to the capacity of the A / C compressor 90, power can be efficiently transmitted to the A / C compressor 90.

  Next, the control when it is determined in step S10 that the vehicle is stopped and it is determined in step S12 that the accelerator is on will be described. If ECU 100 determines that the accelerator is on in step S12, ECU 100 stops supplying power from secondary battery 120 to motor 50 so that motor 50 rotates freely.

  Next, the ECU 100 sets the duty of the flow control valve of the A / C compressor 90 to A (t2) as step S28. Here, A (t2) is a value larger than A (t1). By setting the duty to A (t2), the compressor control unit 102 increases the capacity of the A / C compressor 90. Next, in step S30, the ECU 100 sets the required driving force of the motor 50 to P (A (t2)). The motor control means 106 controls the driving force of the motor 50 to be P (A (t2)). In this way, by increasing the capacity of the A / C compressor 90, the required driving force to the motor 50 is also increased, so that the resistance to rotation of the motor 50 is increased. As the resistance to the motor 50 increases, the rotation speed, that is, the rotation speed of the motor 50 decreases.

  Next, ECU100 determines whether the rotation speed of the motor 50 is lower than N1 as step S34. That is, it is determined whether (the number of rotations of the motor 50) <N1. Here, the rotational speed N1 can select the gear stage of the first transmission mechanism 30 even when the first output shaft 37 is not rotating, that is, the main gear and the counter gear can be engaged by the coupling mechanism. Maximum motor speed. In step S34, ECU 100 proceeds to step S36 if (the rotational speed of motor 50) <N1, and proceeds to step S10 if (the rotational speed of motor 50) ≧ N1.

  Next, in step S36, the ECU 100 causes the motor control means 106 to set the required driving force to the motor 50 to zero. In other words, the motor 50 is not loaded, and power is not supplied from the secondary battery 120 to the motor 50. Next, the ECU 100 sets the clutch pressure of the first clutch 21 to 0 by the clutch control means 104 in step S38.

  Next, ECU 100 selects one of the gears of the speed change mechanism as step S40, and turns on the selected gear. That is, at the time of starting the selected gear stage, the main gear and the counter gear are usually engaged by the coupling mechanism of the first speed gear stage 31. Thereafter, ECU 100 determines in step S42 whether the selected gear stage is on. If the ECU 100 determines in step S42 that the gear stage is on, that is, if it is confirmed that the gear stage is on, the ECU 100 proceeds to step S44, and if the gear stage is off, In step S40, the gear stage is turned on again.

  Next, the ECU 100 sets the required driving force of the motor 50 to P (acc) in step S44. Here, P (acc) is a driving force necessary for traveling at a vehicle speed corresponding to the accelerator opening of the accelerator pedal detected by the accelerator sensor 86. When the required driving force is set by the ECU 100, the motor control unit 106 supplies power from the secondary battery 120 so that the required driving force is output from the motor 50. As described above, the motor 1 is driven by the motor control means 106 in a state where the selected gear stage is engaged, so that the vehicle 1 starts running of the motor.

  Next, in step S46, the ECU 100 determines whether the motor required driving force P (acc) is larger than P (V1). That is, it is determined whether P (V1) <P (acc). Here, P (V1) is a driving force required to obtain a predetermined vehicle speed, and is a driving force at a vehicle speed that can be achieved only by motor travel. Here, as V1, for example, the vehicle speed at the limit of motor travel that takes into account the efficiency of energy use is used. That is, ECU 100 determines and confirms whether or not a driving force larger than the driving force corresponding to the set vehicle speed is required in step S46. If it is determined in step S46 that P (V1) <P (acc), the ECU 100 proceeds to step S48, and if it is determined that P (acc) ≦ P (V1), the process proceeds to step S40. Proceed and continue running the motor.

Next, the ECU 100 turns on the first clutch 21 or the second clutch 22 in step S48. Next, ECU 100 as step S50, among the first clutch 21 or second clutch 22, the clutch pressure of the selected clutch and Px _1. Here, the clutch pressure Px ₁ is a high clutch pressure than the clutch pressure clutch is fully engaged. As a result, the selected clutch is completely engaged, and power is transmitted from the input shaft to the engine output shaft 8. Next, in step S52, the ECU 100 determines whether the selected clutch is on. If it is determined in step S52 that the selected clutch is on, the ECU 100 proceeds to step S54, and if it is determined that the selected clutch is off, the ECU 100 proceeds to step S48.

  In step S54, the ECU 100 sets the required driving force of the motor 50 to P (acc1). Here, P (acc1) is a driving force that can transmit power to the internal combustion engine 5 through the half-engaged clutch while maintaining the vehicle 1 traveling at a predetermined speed. Thereafter, when the rotational speed of the internal combustion engine 5 becomes equal to or greater than a certain value, the ECU 100 starts firing, that is, combustion, and proceeds to step S56. As described above, the driving force of the motor 50 is transmitted to the internal combustion engine 5 and the firing is started after the rotational speed of the internal combustion engine 5 is set to a predetermined value or more, so that the vehicle 1 is fired in the resonance frequency band where the vehicle 1 resonates. The internal combustion engine 5 can be driven without this. Thereby, it is possible to prevent the vehicle 1 from resonating at the start of firing. Further, it is possible to suppress the use of fuel in a low rotation range where the use efficiency of fuel is poor, and it is possible to efficiently use the fuel.

  In step S56, the ECU 100 determines whether the internal combustion engine is on. Specifically, it is determined whether the internal combustion engine 5 is firing and generating a driving force. If it is determined in step S56 that the internal combustion engine 5 is turned on, the ECU 100 proceeds to step S58. If the ECU 100 determines that the internal combustion engine 5 is not turned on, that is, does not fire, the ECU 100 proceeds to step S54. Again, control to start firing is performed.

  Next, in step S58, the ECU 100 sets the required driving force of the motor 50 to P (acc) and ends the process. The required driving force P (acc) in step S58 is a driving force output only from the internal combustion engine 5 and can output a vehicle speed corresponding to the accelerator opening, and does not require the driving force output from the motor 50. , 0, which is a required required driving force when both the driving force output from the internal combustion engine 5 and the driving force output from the motor 50 are used.

  Next, the hybrid vehicle will be described in more detail with reference to FIG. FIG. 4 is a graph showing an operation state at the start of traveling of each part of the hybrid vehicle 1. Here, in FIG. 4, the horizontal axis is time, and the vertical axis is various values. FIG. 4 shows the flow of operation of each part from the state in which the air conditioner is used when the vehicle is stopped to the hybrid running. First, when t = 0, the vehicle is stopped and the air conditioner is operated. Therefore, the vehicle speed is 0 km / h, the clutch pressure is 0, the capacity of the A / C compressor 90 is a predetermined capacity, the accelerator is off, and the motor 50 is connected to the A / C compressor 90. In order to make the capacity a predetermined capacity, the motor rotates at a predetermined rotational speed. This state corresponds to the state in step S24 in the flowchart shown in FIG. Further, steps S10 to S24 are repeated until the accelerator is determined to be on, and the same state continues.

  Thereafter, when t = t1, the accelerator is turned on (step S12), the supply of electric power to the motor 50 is stopped, the duty of the flow control valve is increased, and the capacity of the A / C compressor 90 is increased (step S12). By S28), the force which stops rotation acts on the motor 50, and the rotation speed of the motor 50 falls gradually.

As described above, when the rotation speed of the motor 50 is decreased and the rotation speed of the motor 50 becomes lower than N1 at t = t2 (step S34), the selected gear stage, specifically, the first speed gear stage 31 is changed. Turn on (step S40). Thereafter, when the engagement of the first gear 31 is completed at t = t3, the motor required driving force is set to P (acc) (step S44), and the rotational speed of the motor 50 is gradually increased and selected. The clutch pressure of the clutch, specifically, the first clutch 21 is also gradually increased. Thereafter, a constant driving force is transmitted to the driving wheel 82, the vehicle 1 starts at t = t4, and the clutch pressure of the first clutch 21 becomes Px ₁ at t = t5, and is completely engaged (step S50). ). Thereafter, the motor travel continues, the required motor driving force becomes larger than P (V1), and when t = t6 and the rotational speed of the motor 50 reaches a constant speed, the internal combustion engine 5 is started. Note that when the internal combustion engine 5 is started, that is, when firing is started, the first clutch 21 may be temporarily released or may be half-engaged. By temporarily disengaging and semi-engaging the first clutch 21, it is possible to prevent the vehicle speed from changing suddenly even when the rotational speed of the internal combustion engine 5 fluctuates at the start of firing. Thereafter, the driving force of the motor 50 and the driving force of the internal combustion engine 5 are transmitted to the drive wheels 82, and the vehicle speed further increases. Moreover, the capacity | capacitance of the A / C compressor 90 is enlarged as needed, and the room | chamber interior of the vehicle 1 is cooled. The vehicle 1 is controlled as described above.

  As described above, when the accelerator is turned on when the air conditioner is used while the vehicle is stopped, that is, when a start signal is input, the compressor control means 102 increases the capacity of the A / C compressor 90. By doing so, a force can be applied in the direction in which the rotation of the motor 50 stops. Thereby, the rotation of the motor 50 rotating to operate the air conditioner can be reduced in a shorter time, and after the accelerator is turned on, the selected gear stage is turned on to drive the motor 50. Can be transmitted to the drive wheels 82, and the time taken to start the vehicle 1 by motor traveling can be shortened. As a result, the time from when the accelerator is stepped on until the vehicle starts can be shortened, and drivability can be increased. In addition, since energy can be started not by engine traveling at low speed but by motor traveling, the energy utilization efficiency can be increased.

  Further, in the above embodiment, if it is determined in step S12 that the accelerator is on, the compressor control means 102 increases the capacity of the A / C compressor 90, thereby reducing the rotational speed of the motor 50 in a short time. Although the rotation of the motor is decelerated, the present invention is not limited to this. For example, if it is determined in step S12 that the accelerator is on, in addition to increasing the capacity of the A / C compressor 90 by the compressor control means 102, the motor control means 106 causes the motor to be regeneratively braked, and the clutch control means 104 Thus, the clutch pressure of the selected clutch may be a clutch pressure at which torque is not transmitted from the engine output shaft 8 to the input shaft. Further, a constant torque may be transmitted from the engine output shaft 8 to the input shaft by setting the clutch as a half clutch, that is, half engagement.

  Hereinafter, another example of the control performed by the ECU 100 when the hybrid vehicle 1 starts to travel will be described with reference to FIG. FIG. 5 is a flowchart showing another example of control by ECU 100. Here, the control by the ECU 100 shown in FIG. 5 is other than the control from the determination that the accelerator is on in step S12 until the determination in step S34 (the number of rotations of the motor 50) <N1. Since this control method is the same procedure as the control by the ECU 100 shown in FIG. 3, detailed description of the same parts is omitted, and points peculiar to the control by the ECU 100 shown in FIG.

  First, the ECU 100 determines whether the vehicle 1 is stopped based on a signal sent from the vehicle speed sensor 84 as step S10. If it is determined in step S10 that the vehicle 1 is stopped, the ECU 100 proceeds to step S12. If the ECU 100 determines that the vehicle 1 is not stopped, that is, the vehicle speed is not zero, the ECU 100 proceeds to step S10. Proceed and repeat step S10.

  Next, ECU 100 determines whether or not the accelerator is on in step S12. If it is determined in step S12 that the accelerator is on, the ECU 100 proceeds to step S26, and if it is determined that the accelerator is off, the ECU 100 proceeds to step S14. The following control when the ECU 100 determines in step S12 that the accelerator is OFF is the same as the flowchart shown in FIG.

  Next, when the ECU 100 determines that the accelerator is on in step S12, the motor control means 106 causes the motor 50 to be regeneratively braked in step S26. Since the motor 50 rotates freely, the number of rotations gradually decreases due to regenerative braking. Next, the ECU 100 sets the duty of the flow control valve of the A / C compressor 90 to A (t2) as step S28. Here, A (t2) is a value larger than A (t1). By setting the duty to A (t2), the compressor control unit 102 increases the capacity of the A / C compressor 90. Next, in step S30, the ECU 100 sets the required driving force of the motor 50 to P (A (t2)). The motor control means 106 controls the driving force of the motor 50 to be P (A (t2)). In this way, by increasing the capacity of the A / C compressor 90, the required driving force to the motor 50 is also increased, so that the resistance to rotation of the motor 50 is increased. As the resistance to the motor 50 increases, the rotational speed of the motor 50 decreases.

  Further, in step S32, the ECU 100 causes the clutch control means 104 to set the clutch pressure of the first clutch 21 to Px. That is, the clutch control means 104 operates the clutch so that the clutch pressure of the first clutch 21 becomes Px. Here, Px is a clutch pressure that is higher than the clutch pressure when the clutch is released and lower than the clutch pressure at which torque is transmitted from the input shaft to the engine output shaft via the clutch. Hereinafter, the clutch pressure Px will be described in more detail. Here, FIG. 6 is a graph showing the relationship between the transmission torque, clutch slip, and clutch pressure. In FIG. 6, the vertical axis represents the transmission torque and the clutch slip, and the horizontal axis represents the clutch pressure of the first clutch and the second clutch. As shown in FIG. 6, the first clutch 21 and the second clutch 22 have the largest clutch slip when the clutch pressure is 0, and then the clutch slip decreases as the clutch pressure increases, and the clutch is completely The clutch slip becomes zero at the clutch pressure P2 to be engaged. Further, the first clutch 21 and the second clutch 22 do not transmit torque when the clutch pressure is P1 or less, the transmission torque increases as the clutch pressure increases from P1 to P2, and the clutch is completely engaged. After that, the transmission torque does not change. The transmission torque, the clutch slip, and the clutch pressure are in the relationship as described above, and the clutch control means 104 sets the clutch pressure Px to a clutch pressure that is greater than 0 and less than P1, thereby increasing the power from the input shaft. A load can be applied to the input shaft rotating together with the motor 50 without being transmitted to the engine output shaft 8 as torque. That is, as compared with the case where the clutch is completely released, the amount of reduction in the clutch slip becomes resistance in the clutch, and a force acts in a direction to stop the rotation with respect to the input shaft. As described above, by applying a load to the input shaft, it is possible to apply a load to the rotation of the motor 50 and to reduce the rotation speed of the motor 50. Further, by setting the clutch pressure Px to a clutch pressure larger than P1 and smaller than P2, it is possible to convert the energy into heat by the inertia torque and to reduce the motor rotation speed more quickly.

  Next, ECU100 determines whether the rotation speed of the motor 50 is lower than N1 as step S34. The control after step S34 is the same as that in the flowchart shown in FIG.

  As described above, when the accelerator is turned on when the air conditioner is used while the vehicle is stopped, that is, when a start signal is input, the compressor control means 102 increases the capacity of the A / C compressor 90. In addition, the motor control means 106 causes the motor 50 to be regeneratively braked, and the clutch control means 104 sets the clutch pressure of the selected clutch to Px, thereby applying a stronger force in the direction in which the rotation of the motor 50 stops. Can be made. Thereby, the rotation of the motor 50 rotating to operate the air conditioner can be reduced in a shorter time, and after the accelerator is turned on, the selected gear stage is turned on to drive the motor 50. Can be transmitted to the drive wheels 80, and the time taken to start the vehicle 1 by motor traveling can be further shortened. As a result, the time from when the accelerator is stepped on until the vehicle starts can be shortened, and drivability can be increased. In addition, since energy can be started not by engine traveling at low speed but by motor traveling, the energy utilization efficiency can be increased.

  Further, in the above embodiment, since the rotation speed of the motor 50 can be reduced in a shorter time, that is, the rotation of the motor 50 can be decelerated, if it is determined in step S12 that the accelerator is on, the motor control means 106 The motor 50 is regeneratively braked, the capacity of the A / C compressor 90 is increased by the compressor control means 102, and the clutch pressure of the selected clutch is set to Px by the clutch control means 104. However, the present invention is not limited to this. . When the accelerator is turned on in step S12, the hybrid vehicle 1 increases the capacity of the A / C compressor 90 and decelerates the rotation of the motor 50 by the compressor control means 102 at least as in the embodiment shown in FIG. It is sufficient that a force to be applied is applied, and only two of the three means described above may be operated. That is, the capacity of the A / C compressor 90 may be increased by the compressor control means 102, and the motor 50 may be regeneratively braked by the motor control means 106. The capacity of the A / C compressor 90 may be increased by the compressor control means 102. And the clutch control means 104 may set the clutch pressure to Px.

  Further, the motor control unit 106 regeneratively brakes the motor 50, the compressor control unit 102 increases the capacity of the A / C compressor 90, and the clutch control unit 104 sets the clutch pressure of the selected clutch to Px. There is no particular limitation on the processing order, and may be performed simultaneously or sequentially.

  In the present embodiment, the first speed change mechanism 30 transmits the mechanical power received by the first input shaft 27 from the first output shaft 37 to the power integrated gear 58 that engages with the drive wheels 82, The speed change mechanism 40 transmits the mechanical power received by the second input shaft 28 from the second output shaft 48 to the power integrated gear 58. However, the first speed change mechanism 30 and the second speed change mechanism 40 are different from each other. However, the present invention is not limited to this. The first speed change mechanism 30 and the second speed change mechanism 40 only need to be able to transmit the mechanical power received by the input shafts 27 and 28 to the drive wheels 82, for example, the first speed change mechanism 30 and the second speed change mechanism 40. The transmission mechanism 40 may transmit the mechanical power received by the first input shaft 27 and the second input shaft 28 to a common output shaft that engages with the drive wheels 82, respectively.

  In the present embodiment, the driving device 10 shifts mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 by at least one of the first transmission mechanism 30 and the second transmission mechanism 40. Thus, the power integrated gear 58 is transmitted to the driving wheel 82 via the propulsion shaft 66 and the differential mechanism 74 of the final reduction gear 70. However, the driving wheel is transmitted from the first transmission mechanism 30 and the second transmission mechanism 40. The mode of power transmission toward 82 is not limited to this. In the drive device 10, the first transmission mechanism 30 and the second transmission mechanism 40 only need to be able to transmit the mechanical power received by the first input shaft 27 and the second input shaft 28 to the drive wheels 82, respectively. For example, the power integrated gear 58 or the first and second drive gears 37c and 48c engaged with the power integrated gear 58 may directly drive the ring gear 72 of the differential mechanism 74.

  Here, in the embodiment shown in FIG. 2, the first input shaft 27 and the second input shaft 28 are arranged to extend in parallel with a predetermined interval, but the present invention is not limited to this. For example, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 may be arranged coaxially. FIG. 7 is a schematic diagram showing the structure of a modified dual clutch mechanism. Hereinafter, another example of the detailed structure of the dual clutch mechanism 20 will be described with reference to FIG. As shown in FIG. 7, the dual clutch mechanism 20 has a clutch housing 14a coupled to the engine output shaft 8, and friction plates 27a and 28a accommodated in the clutch housing 14a. The clutch housing 14 a is coupled to the engine output shaft 8 and rotates integrally with the engine output shaft 8. The clutch housing 14a accommodates friction plates 27a and 28a described later.

  Here, in the present embodiment, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged coaxially and have a double shaft structure. . Specifically, the second input shaft 28 is a hollow shaft, and the first input shaft 27 extends into the second input shaft 28. The first input shaft 27 that is an inner shaft is configured to be longer in the axial direction than the second input shaft 28 that is an outer shaft. The first transmission mechanism and the second transmission mechanism that are coaxially arranged in this manner are the main gears 42a, 44a, 49a of the respective speed stages of the second transmission mechanism 40 as they go from the engine output shaft 8 side to the drive wheel 82 side. Is arranged on the second input shaft 28. Next, the main gears 31a, 33a, 35a of the respective speed stages of the first transmission mechanism 30 are set to the engine output shaft 8 of the first input shaft 27 rather than the second input shaft 28. It is arrange | positioned in the position away from.

  The friction plate 27a has a disk shape, and the end of the first input shaft 27 is coupled thereto. The friction plate 28a has a disk shape, and the end of the second input shaft 28 is coupled thereto. An opening is formed at the center of the friction plate 28a, and the first input shaft 27 is passed through this opening. As described above, the friction plates 27a and 28a are accommodated in the clutch housing 14a.

  The first clutch 21 includes a friction plate 27a, a friction counterpart plate provided in the clutch housing 14a so as to face the friction plate 27a, and an actuator that drives the friction counterpart plate. The first clutch 21 engages the engine output shaft 8 and the first input shaft 27 of the first speed change mechanism 30 by pressing the friction plate 27a against the clutch housing 14a by the friction counterpart plate.

  The second clutch 22 includes a friction plate 28a, a friction counterpart plate provided in the clutch housing 14a so as to face the friction plate 28a, and an actuator that drives the friction counterpart plate. The second clutch 22 engages the engine output shaft 8 and the second input shaft 28 of the second speed change mechanism 40 by pressing the friction plate 28a against the clutch housing 14a by the friction counterpart plate.

  Thus, you may arrange | position the 1st input shaft and the 2nd input shaft on the same axis. In the above-described embodiment, the output shaft is provided corresponding to the speed change mechanism. However, the output shaft may be the same as long as the two input shafts are associated with the speed change mechanisms. Note that the gear stages are alternately engaged with the first input shaft and the gear stage engaged with the second input shaft in order of increasing or decreasing gear ratio. That is, an odd number of gear stages is engaged with one input shaft, and an even number of gear stages is engaged with the other input shaft.

  In the above embodiment, the transmission is engaged with two clutches engaged with the engine output shaft connected to the internal combustion engine, the input shafts connected to the two clutches, and the respective input shafts. Although a dual clutch transmission having a transmission mechanism is used, the present invention is not limited to this, and the present invention can also be used in the case where the clutch engaged with the engine output shaft and the input shaft are each one transmission. Note that, by using a dual clutch transmission as the transmission, the gear stage can be switched without generating a driving force drop. Further, the gear stage used for motor traveling and the gear stage for transmitting the driving force of the motor to the internal combustion engine can be different from each other in order to increase the rotational speed of the internal combustion engine before firing.

  In the hybrid vehicle according to the present embodiment, as an auxiliary machine, the compressed refrigerant is discharged and supplied to the air conditioner by operating, and the compressor capacity, which is the refrigerant discharge amount per rotation of the rotor, is changed. A possible variable displacement A / C compressor was used, but is not limited thereto. The auxiliary machine only needs to be able to operate when the rotor rotates in a predetermined direction and change its output. For example, negative pressure is applied to the negative pressure tank of the negative pressure type brake booster. It is also possible to use a variable displacement negative pressure pump that supplies When a negative pressure pump is used as an auxiliary machine, the negative pressure supply capacity of the negative pressure pump can be increased, and a force to stop the rotation of the motor can be applied to reduce the rotation speed of the motor more quickly. Can do.

  As described above, the present invention is useful for a hybrid vehicle having an internal combustion engine and a motor as a prime mover and having a variable output auxiliary machine, and in particular, a hybrid vehicle that operates the auxiliary machine by the driving force of the motor when the vehicle is stopped. Useful for.

It is a mimetic diagram showing a schematic structure of a hybrid vehicle concerning an example. It is a schematic diagram explaining the structure of the dual clutch mechanism which concerns on an Example. It is a flowchart which shows an example of control by ECU. It is a graph which shows the operation | movement condition at the time of the travel start of each part of a hybrid vehicle. It is a flowchart which shows the other example of control by ECU. It is a graph which shows the relationship between transmission torque, clutch slip, and clutch pressure. It is a schematic diagram explaining the structure of the dual clutch mechanism of a modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Drive apparatus 14a Clutch housing 14c Drive gear 20 Dual clutch mechanism 21 First clutch 22 Second clutch 27 First input shaft 27a, 28a Friction plate 28 Second input shaft 30 First shift Mechanism 31, 33, 35, 42, 44, 49 Gear stage 31a, 33a, 35a, 42a, 44a, 49a Main gear 31c, 33c, 35c, 42c, 44c, 49c Counter gear 31e, 33e, 35e, 42e, 44e, 49e Coupling mechanism 37 1st output shaft 40 2nd speed change mechanism 48 2nd output shaft 49b Reverse drive intermediate gear 50 Motor 52 Rotor 54 Stator 58 Power integrated gear 66 Propulsion shaft 70 Final reduction device 74 Differential mechanism 80 Drive shaft 82 Drive wheel 84 Vehicle speed sensor 86 Accelerator sensor 90 A / C compressor 100 ECU
102 Compressor control means 104 Clutch control means 106 Motor control means 110 Inverter 120 Secondary battery

Claims (6)

An internal combustion engine and an electric motor as a prime mover;
Driving wheels,
One of a plurality of gear positions及beauty plurality of gear stages with the input shaft in the engaged state, the input shaft and the drive wheels and the speed change mechanism and capable of engaging said A transmission including a clutch capable of engaging an engine output shaft of an internal combustion engine and the input shaft, wherein the input shaft is also engaged with a rotor of the electric motor;
An auxiliary machine that operates when the rotor rotates in a predetermined direction and can change its output;
Control means for controlling the operation of the transmission and the auxiliary machine,
When starting from a stop state, the control means increases the output of the auxiliary machine from the output up to that point and decreases the rotational speed of the electric motor, and then turns any one of the plurality of shift stages. The engagement state is set, and after any one of the plurality of shift speeds is in the engagement state, the driving force of the electric motor is transmitted to the drive wheels via the shift speed in the engagement state. Hybrid vehicle. An internal combustion engine and an electric motor as a prime mover;
Driving wheels,
A first gear having a plurality of shift speeds and a first input shaft, wherein one of the plurality of shift speeds can be engaged and the first input shaft and the drive wheel can be engaged with each other; A first gear mechanism is provided that includes a transmission mechanism, a plurality of shift speeds, and a second input shaft, and is capable of engaging the second input shaft and the drive wheel with any one of the plurality of shift speeds engaged. A two-transmission mechanism, a first clutch capable of engaging the engine output shaft of the internal combustion engine and the first input shaft, and an engine output shaft and the second input shaft can be engaged; A dual-clutch transmission in which the first input shaft is also engaged with the rotor of the electric motor;
An auxiliary machine that operates when the rotor rotates in a predetermined direction and can change its output;
Control means for controlling the operation of the dual clutch transmission and the auxiliary machine,
When starting from a stopped state, the control means increases the output of the auxiliary machine from the output up to that point and decreases the number of rotations of the electric motor, and then controls a plurality of shift stages of the first transmission mechanism . After any one of them is engaged and any one of the plurality of shift stages of the first transmission mechanism is engaged, the driving force of the electric motor is applied via the engaged shift stage. A hybrid vehicle, wherein the vehicle is transmitted to the driving wheel.   The hybrid vehicle according to claim 2, wherein the control means regeneratively brakes the electric motor when the output of the auxiliary machine is higher than the output of the auxiliary machine. The control means, the rotation is stopped or the rotation speed of the electric motor while engaging the first transmission structure gear when it becomes less than a predetermined value, fully engaged the first clutch The hybrid vehicle according to claim 2, wherein:   The hybrid vehicle according to any one of claims 1 to 4, wherein the auxiliary machine is an air compressor constituting an air conditioner. The control means includes
6. The vehicle according to claim 1, wherein the vehicle is determined to start from the stopped state when the vehicle is in the stopped state and the accelerator pedal operation is changed from the OFF state to the ON state. The hybrid vehicle according to item 1.

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