JP5083171B2 - Internal combustion engine start control device - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and a motor generator as a prime mover, and more particularly to an internal combustion engine start control device for a hybrid vehicle including a dual clutch transmission.

  In recent years, a hybrid vehicle including an engine, that is, an internal combustion engine and a motor generator has been proposed as a prime mover of an automobile. For example, Patent Document 1 includes an internal combustion engine and a motor generator as a prime mover, and a first transmission mechanism configured with a first group of shift stages as a transmission and a second shift stage other than the first group. And a second transmission mechanism configured with a group of shift stages, and further includes an input shaft of the first transmission mechanism (hereinafter referred to as a first input shaft) and an output shaft of the internal combustion engine (hereinafter referred to as a first input shaft). A first clutch capable of engaging with the engine output shaft, and a second clutch capable of engaging with the input shaft of the second transmission mechanism (hereinafter referred to as the second input shaft) and the engine output shaft. A hybrid vehicle including a so-called dual clutch transmission that performs a shift by alternately switching these two clutches is described. In the dual clutch transmission described in Patent Document 1, a motor generator is connected to each of two input shafts.

  Further, in the hybrid vehicle, there is a system in which the rotational force of the motor is transmitted to the engine before the engine is started and the engine is started after the engine is rotated at a constant rotational speed. For example, in Patent Document 2, as a hybrid vehicle that can suppress fluctuations in driving force due to the initial explosion torque transmission of the engine, a target rotational speed that is equal to or lower than the clutch input rotational speed that is the motor-side rotational speed of the engine clutch is set when the engine is started There is described a hybrid vehicle that includes a target engine speed setting means that sets an oil pressure command value of an engine clutch such that the actual engine speed follows the target engine speed. Patent Document 2 describes that the vehicle body vibration at the time of engine start can be suppressed by setting the target engine rotation speed to a value that avoids the rotation speed in the resonance frequency region such as the engine damper or the engine mount. ing.

JP 2003-79005 A JP 2006-298078 A

  As described in Patent Document 1, by using a dual clutch transmission, it is possible to eliminate transmission of mechanical driving force and efficiently transmit driving force. Further, as described in Patent Document 2, by setting the engine speed at the time of starting the engine, it is possible to suppress fluctuations in the driving force due to the initial explosion torque of the engine.

  However, although the device described in Patent Document 2 can suppress fluctuations in driving force, there is a problem that energy loss at the time of starting cannot be reduced. Further, in Patent Document 2, the engine speed is a value that avoids the rotational speed in the resonance frequency region. However, if the engine speed is made less than or equal to the resonant frequency, resonance occurs when the engine speed is subsequently increased. There is also a problem that the vibration may not be sufficiently suppressed because it rotates in the frequency domain.

  The present invention has been made in view of the above, and an object of the present invention is to provide an internal combustion engine start control device for a hybrid vehicle that can start an internal combustion engine efficiently and while suppressing the occurrence of vibration. .

  In order to solve the above-described problems and achieve the object, the present invention provides an internal combustion engine that outputs power from an engine output shaft, a motor generator that functions as a prime mover that outputs mechanical power and a function as a generator, A first transmission mechanism that receives power from the engine output shaft at a first input shaft, changes speed by any one of a plurality of gear stages, and transmits it to drive wheels; the engine output shaft; A second shift that can receive mechanical power from the rotor of the motor generator by a second input shaft that engages with the rotor, shifts by any one of a plurality of gears, and transmits it to the drive wheels. A mechanism, a first clutch provided corresponding to a gear stage of the first transmission mechanism, and capable of engaging the engine output shaft and the first input shaft, and a gear stage of the second transmission mechanism. The engine output shaft and the engine A second clutch capable of engaging with two input shafts, switching between an engaged / released state of the first clutch and the second clutch, and selection of gear stages in the first transmission mechanism and the second transmission mechanism An internal combustion engine start control device for controlling the start of the internal combustion engine of a hybrid vehicle comprising: a request detection means for detecting whether a start request for the internal combustion engine is generated; When the request detection means detects that the start request is generated during traveling by only the driving force of the motor generator, the control means alternately engages the first clutch and the second clutch. Start control means for starting combustion of fuel in the internal combustion engine after rotating the engine output shaft, and the start control means selects a gear stage used for high-speed running. After engaging the speed change mechanism side of the clutch, which is characterized by engaging the clutch of the transmission mechanism side gear is selected to be used for low-speed travel than gear to be used for the high speed running.

  Here, the start control means includes a gear stage used for transmission of the driving force of the motor generator or a gear stage of a speed change mechanism not used for transmission of the driving force of the motor generator. It is preferred to select the stage.

  Further, the start control means is configured so that the time required for engaging a clutch that is not engaged with the engine output shaft, the time required for releasing the clutch engaged with the engine output shaft, A clutch that is engaged with the engine output shaft before detecting the timing at which the rotational speed of the input shaft engaged with the engine output shaft becomes equal to or higher than the rotational speed of the input shaft. It is preferable that the clutch that is not engaged with the engine output shaft is engaged with the engine output shaft.

  In addition, the start control means alternately turns the first clutch and the second clutch while changing one clutch from the released state to the half-engaged state and the other clutch from the half-engaged state to the released state. It is preferable to engage.

  In addition, when the start control means detects that the start request is generated, the rotational speed of the engine output shaft required for setting the vehicle speed at the time of detection is equal to or higher than the vehicle resonance frequency band. It is preferable that the clutches are alternately engaged in the order of the clutch on the shaft side of the speed change mechanism provided with the gear stage, and the clutch on the shaft side of the other speed change mechanism first.

  The start control means is provided with a clutch on the shaft side of a speed change mechanism provided with the highest gear that satisfies a condition that the rotational speed at the time of input determined from the vehicle speed is equal to or higher than a predetermined value. After that, the clutches on the shaft side of the other speed change mechanism can be alternately engaged in the order of the first gear with the gear higher than the highest gear selected first. preferable.

  In order to solve the above-described problems and achieve the object, the present invention provides an internal combustion engine that outputs power from an engine output shaft, a motor generator that functions as a prime mover that outputs mechanical power and a function as a generator, A first transmission mechanism that receives power from the engine output shaft at a first input shaft, changes speed by any one of a plurality of gear stages, and transmits it to drive wheels; the engine output shaft; A second shift that can receive mechanical power from the rotor of the motor generator by a second input shaft that engages with the rotor, shifts by any one of a plurality of gears, and transmits it to the drive wheels. A mechanism, a first clutch provided corresponding to a gear stage of the first transmission mechanism, and capable of engaging the engine output shaft and the first input shaft, and a gear stage of the second transmission mechanism. The engine output shaft and the engine A second clutch capable of engaging with two input shafts, switching between an engaged / released state of the first clutch and the second clutch, and selection of gear stages in the first transmission mechanism and the second transmission mechanism An internal combustion engine start control device for controlling the start of the internal combustion engine of a hybrid vehicle comprising: a request detection means for detecting whether a start request for the internal combustion engine is generated; When the request detection means detects that the start request is generated during traveling by only the driving force of the motor generator, the control means engages at least one of the first clutch and the second clutch. Start control means for starting combustion of fuel in the internal combustion engine after rotating the engine output shaft, and the start control means comprises the motor generator. The rotational speed of the engine output shaft determined from the current vehicle speed is selected from the gear stage used for transmitting the driving force of the engine or the gear stage of the speed change mechanism not used for transmitting the driving force of the motor generator. The highest gear stage is selected as the final gear stage at a resonance frequency band of or higher, and a gear stage that is one stage higher than the final gear stage is used for transmission of the driving force of the motor generator, or If it is one of the gears of the speed change mechanism that is not used to transmit the driving force of the motor generator, the gear stage that is one step higher is selected as the initial gear speed, and the shaft of the speed change mechanism that has the selected initial gear speed is selected. The clutch on the shaft side of the transmission mechanism with the selected final gear is engaged while the clutch on the shaft side of the transmission mechanism with the selected initial gear is released. It is characterized by combining.

  Here, the start control means is used for transmission of the driving force of the motor generator, or the gear step in which the gear step higher than the final gear step is used for transmission of the driving force of the motor generator. If it is not any of the gear positions of the transmission mechanism that is not, it is preferable to engage the clutch on the shaft side of the transmission mechanism with the final gear stage selected.

  Further, the start control means is used for transmission of the driving force of the motor generator, or the gear step in which a gear step that is two steps higher than the final gear step is used for transmission of the driving force of the motor generator. If the gear is not one of the gears of the speed change mechanism, a gear that is two steps higher than the final gear is set as the pre-initial gear, and the shaft-side clutch of the speed change mechanism with the selected pre-initial gear is engaged. After engaging, the clutch on the shaft side of the transmission mechanism with the selected initial gear stage is engaged while releasing the clutch on the shaft side of the transmission mechanism with the selected initial gear stage, and then the initial gear stage is engaged. It is preferable to engage the clutch on the shaft side of the transmission mechanism with the final gear stage selected while releasing the clutch on the shaft side of the transmission mechanism with the gear stage selected.

  Further, the start control means is configured so that the time required for engaging a clutch that is not engaged with the engine output shaft, the time required for releasing the clutch engaged with the engine output shaft, A clutch that is engaged with the engine output shaft before detecting the timing at which the rotational speed of the input shaft engaged with the engine output shaft becomes equal to or higher than the rotational speed of the input shaft. It is preferable that the clutch that is not engaged with the engine output shaft is engaged with the engine output shaft.

  In any of the above-described internal combustion engine start control devices, it is preferable to further include a second motor generator that engages with the first input shaft and transmits mechanical power to the first input shaft.

  The internal combustion engine start control device according to the present invention produces an effect that the internal combustion engine can be started efficiently and while suppressing vibrations.

  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 a hybrid vehicle including an internal combustion engine start control device 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 a motor generator (hereinafter also simply referred to as “motor”) 50 as a prime mover, an engine output shaft 8 that transmits mechanical power generated in the internal combustion engine 5, and an engine output shaft 8. The driving device 10 that shifts the mechanical power transmitted through the motor and transmits the mechanical power by changing the torque, the driving wheel 88 that rotates by the power transmitted from the driving device 10, and the hybrid vehicle electronic that controls the operation of each part And a control device (hereinafter also referred to as “ECU”; ECU: Electronic Control Unit) 100. 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 88. The mechanical power from the engine output shaft 8 and the motor 50 is changed to change the torque. 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 among the first group of shift stages (hereinafter also referred to as “gear stages”) 31, 33, 35, 39. The first speed change mechanism 30 that can change the speed by any one of them and transmit 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 internal combustion engine 5 to the second speed. The mechanical power transmitted through the clutch 22 is received by the second input shaft 28 and is shifted by one of the second gear stages 42 and 44, and the second output shaft 48 makes a second change. 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 88.

  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 sets the mechanical power from the internal combustion engine 5 to the first clutch 21 or the second clutch 22 by engaging one and releasing the other. 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 has an odd number, that is, a first speed gear stage 31, a third speed gear stage 33, a fifth speed gear stage 35, and a reverse gear stage 39. 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; And a reverse coupling mechanism 39e for switching the engagement / release state between the reverse gear stage 39 and the first output shaft 37. 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.

  The reverse gear stage 39 meshes with a reverse main gear 39 a coupled to the first input shaft 27, a reverse intermediate gear 39 b that meshes with the reverse main gear 39 a, and a reverse intermediate gear 39 b, and rotates around the first output shaft 37. And a reverse counter gear 39c which is a loosely provided gear. The reverse coupling mechanism 39e switches the engagement / release state between the reverse counter gear 39c and the first output shaft 37.

  When the reverse gear stage 39 is selected as the gear stage for transmitting mechanical power based on the operating conditions, the ECU 100 causes the reverse counter gear 39c and the first output shaft 37 to be engaged by the reverse coupling mechanism 39e. Thus, mechanical power is transmitted from the first input shaft 27 to the first output shaft 37 via the reverse main gear 39a, the reverse intermediate gear stage 39b, and the reverse counter gear 39c. In this way, the first speed change mechanism 30 changes the rotational direction of the mechanical power received from the first input shaft 27 in the reverse direction and reverses the speed by the reverse gear 39, and changes the torque to change the first output. It is transmitted to the 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 drive wheels 88 are coupled via a final reduction gear 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. Accordingly, 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 88 coupled to the drive shaft 80. .

  When the ECU 100 selects any one of the shift stages 31, 33, 35, 39 of the first transmission mechanism 30, the ECU 100 engages the coupling mechanism corresponding to the selected shift stage. Then, 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, 39 of the first transmission mechanism 30, the coupling mechanisms 31e, 33e, 35e, 39e 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 transmission. A stage, a second output shaft 48, and a second drive gear 48c. Further, the second group of shift stages has an even number, that is, a second speed gear stage 42 and a fourth speed gear stage 44. 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. And a fourth speed coupling mechanism 44e for switching the engagement / disengagement state with the output shaft 48. Further, a rotor 52 of a motor 50 described later is coupled to the second input shaft 28 of the second transmission mechanism 40. 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.

  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 88 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. Therefore, 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 88 coupled to the drive shaft 80. .

  In addition, when selecting any one of the shift stages 42 and 44 of the second transmission mechanism 40, the ECU 100 sets the coupling mechanism corresponding to the selected shift stage to the engaged state and sets the second shift stage. The coupling mechanism corresponding to the gear stage not selected in the mechanism 40 is set to the released state. 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 and 44 of the second transmission mechanism 40, the coupling mechanisms 42e and 44e 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 second input shaft 28 of the second transmission mechanism 40, and the rotor 52 rotates together with the second input shaft 28. Thereby, the mechanical power (torque) output from the motor 50 is transmitted from the rotor 52 to the second input shaft 28 of the second transmission mechanism 40. Further, the motor 50 converts the mechanical power (torque) transmitted from the driving wheel 88 to the rotor 52 via the second output shaft 48 into electric power and collects it in the secondary battery 120.

  In addition, between the 2nd input shaft 28 and the rotor 52, the speed reduction mechanism which decelerates the rotational speed of the rotor 52 and transmits to the 2nd input shaft 28, the rotational speed of the rotor 52 is shifted, and the 2nd input shaft It is also possible to provide a speed change mechanism for transmitting to 28.

  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 driving wheel 88 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 88) engaged therewith is referred to as “regenerative braking”. The hybrid vehicle 1 can perform regenerative braking in which the rotation of the drive wheels 88 is transmitted to the rotor 52 and the motor 50 functions as a generator to brake the drive wheels 88.

  Further, the torque acting on the drive shaft 80 and the drive wheel 88 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 wheel 88 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 88. 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 88. 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 device 70 decelerates 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 88 distributed to 80 and coupled to the drive shaft 80 can be rotationally driven.

  In addition, the hybrid vehicle 1 is provided with a wheel speed sensor that detects the rotational speed of the drive wheel 88, and sends a signal related to the detected rotational speed of the drive wheel 88 to the ECU 100. Further, 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 an accelerator pedal position sensor that detects an operation amount of an accelerator pedal operated by a driver, and sends a signal related to the detected operation amount of the accelerator pedal 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 ECU 100 is the gear stage selected in the first transmission mechanism 30 and the second transmission mechanism 40, that is, the coupling mechanisms 31e, 42e, 33e, 42e, 35e, and 39e (hereinafter also simply referred to as “31e to 39e”). 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 receives a signal relating to the rotational angle position (crank angle) of the engine output shaft 8 from the crank angle sensor, a signal relating to the rotational angle position of the rotor 52 of the motor 50 from the resolver, and driving from the wheel speed sensor. A signal related to the rotation speed of the wheel 88 is detected. The ECU 100 detects a signal related to the operation amount of the accelerator pedal from the accelerator pedal position sensor 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 88 and the drive shaft 80 by performing regenerative braking, Regenerative braking power that is mechanical power acting on the drive wheels 88 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-39c and the first output shaft 37 or the second output shaft 48 by 31e-39e and the engagement / release state of the first clutch 21 and the second clutch 22 Is possible. 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 an internal combustion engine start control device 102 that controls the start of the internal combustion engine 5. The internal combustion engine start control device 102 controls the internal combustion engine 5 and the drive device 10 by controlling the internal combustion engine 5 and the drive device 10 when the request detection unit 104 detects a start request, and detects the start request of the internal combustion engine 5. It comprises a start control means 106 for starting the engine 5. The operation at the time of starting will be described in detail later.

  The hybrid vehicle 1 is basically configured as described above. As described above, the hybrid vehicle 1 is selected when the ECU 100 selects any one of the first group of gears 31, 33, 35, and 39 of the first transmission mechanism 30 based on the driving conditions. The counter gear and the first output shaft 37 are brought into the engaged state by the coupling mechanism corresponding to the shifted gear position, the first clutch 21 is brought into the engaged state, and the second clutch 22 is brought into the 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 the engine output shaft 8 of the internal combustion engine 5 is received by the first input shaft 27, and the selected speed is selected from among the speed stages (odd speed stages) 31, 33, 35 and the reverse gear stage 39. It is possible to change the speed by changing the speed, change the torque, and output the output toward the drive shaft 80 engaged with the drive wheel 88.

  At this time, the rotation of the drive wheel 88 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 and 44 of the second speed change mechanism 40, and the counter gear and the second output shaft 48 are connected by the corresponding coupling mechanisms 42e and 44e. When in the engaged state, the mechanical power transmitted from the power integrated gear 58 to the second output shaft 48 is shifted by the selected gear stage among the gear stages (even stages) 42 and 44 of the second transmission mechanism 40. Then, it is transmitted to the second input shaft 28 to rotate the rotor 52 of the motor 50. Note that when the ECU 100 does not select any of the gear stages 42 and 44 of the second transmission mechanism 40, that is, when all of the coupling mechanisms 42e and 44e of the second transmission mechanism 40 are in the released state, the second output shaft 48. Power transmission is interrupted between the first input shaft 28 and the rotation of the drive wheels 88 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 and 44 of the second transmission mechanism 40 based on the driving conditions, the counter gear is operated by the coupling mechanism corresponding to the selected gear stage. And the second output shaft 48 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 and the rotor 52 of the motor 50 is received by the second input shaft 28, and the selected gear stage among the gear stages (even stages) 42, 44 is selected. Therefore, the torque can be changed and output toward the drive shaft 80 engaged with the drive wheel 88.

  At this time, the rotation of the drive wheel 88 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 any one of the first group of gears 31, 33, 35, 39 of the first transmission mechanism 30, and the corresponding coupling mechanisms 31e, 33e, 35e, 39e When the first output shaft 37 is in the engaged state, the mechanical power transmitted from the power integrated gear 58 to the first output shaft 37 is the shift speeds (odd speed stages) 31, 33, 35 of the first transmission mechanism 30 and The speed is changed by a speed selected from the reverse gear stage 39 and transmitted to the first input shaft 27 to rotate the first input shaft 27. Note that when the ECU 100 does not select any of the gear stages 31, 33, 35, and 39 of the first transmission mechanism 30, that is, the coupling mechanisms 31e, 33e, 35e, and 39e of the first transmission mechanism 30 are all in a released state. In this case, power transmission is interrupted between the first output shaft 37 and the first input shaft 27, and the rotation of the drive wheel 88 is not transmitted to the first input shaft 27.

  In the hybrid vehicle 1 configured as described above, the transmission of power between the engine output shaft 8 and the drive wheels 88 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, and 39 of the first and second transmission mechanisms 30 and 40. For example, when the selected gear stage is the first speed gear stage 31 among the gear stages 31, 33, 35, 39 of the first transmission mechanism 30, the ECU 100 sets the first speed cup corresponding to the first speed gear stage 31. By the ring mechanism 31e, the first speed counter gear 31c and the first output shaft 37 are brought into an engaged state, and the other counter gears 33c, 35c, 39c and the first output shaft 37 are brought into a released state. 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 selects one of the first group (odd number) of the shift stages 31, 33, 35 and the reverse gear stage 39. It is possible to change the speed of the first speed gear stage 31 that is a speed change stage, and to transmit the drive wheel 88 to the drive shaft 80 from the first output shaft 37 to rotate the drive wheels 88.

  At this time, the ECU 100 shifts one speed higher (high gear) than the first speed gear 31 which is the speed selected in the first speed change mechanism 30 among the speed stages 42 and 44 of the second speed change mechanism 40. The second speed gear stage 42, which is a stage, is selected, and the second speed 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 transmits the mechanical power from the second output shaft 48 to the second input shaft 28 by bringing the second speed counter gear 42c and the second output shaft 48 into an engaged state. Idle. 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, 39 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 engaged. In the released state, 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 shifted to the gear stages 31, 33, 35, 39 of the first transmission mechanism 30. The transmission wheel 88 is rotated by being driven by any one of these, and transmitted from the first output shaft 37 to the drive shaft 80 via the power integration gear 58. Further, when one of the shift stages 42 and 44 of the second transmission mechanism 40 is selected as the shift stage, the ECU 100 puts the first clutch 21 into the released state and puts the second clutch 22 into the engaged state. Thus, the 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 shifted by one of the shift stages 42 and 44 of the second transmission mechanism 40. Then, it is transmitted from the second output shaft 48 to the drive shaft 80 via the power integration gear 58 to drive the drive wheels 88 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, 39 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 controls the motor 50. To output the output torque from the rotor 52 to the second input shaft 28. Specifically, in a state where the second clutch 22 is released, one of the shift stages 42 and 44 of the second transmission mechanism 40 is selected, and the power transmitted from the motor 50 to the second input shaft 28 is selected. It is transmitted to the second output shaft 48 by the shifted gear. 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.

  Further, when one of the shift stages 42 and 44 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 motor 100 is further powered by the ECU 100. The output torque is transmitted from the rotor 52 to the second input shaft 28. 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 second input shaft 28, and the second transmission mechanism 40 The gear can be shifted and transmitted to the drive shaft 80 via the power integration gear 58.

  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. In addition, the ECU 100 selects any one of the shift stages 42 and 44 of the second transmission mechanism 40 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 second input shaft 28, changes the speed at a selected speed among the speeds 42 and 44 of the second speed change mechanism 40, and integrates the power integrated gear. The drive wheel 88 is rotated by being transmitted from 58 to the drive 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 normally performs regenerative braking by shifting the rotation of the drive wheels 88 by one of the shift stages 42 and 44 of the second transmission mechanism 40 and transmitting the rotation to the rotor 52 from the second input shaft 28. It can be carried out. 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, the operation at the start of the internal combustion engine 5 will be described. First, the internal combustion engine start control device 104 of the ECU 100 stores a map indicating the relationship between the driving conditions of the hybrid vehicle 1 calculated in advance, for example, the vehicle speed, the accelerator opening, and the selected gear stage. Hereinafter, a method for creating a map showing the relationship between the driving condition and the shift speed will be described. FIG. 3 is a flowchart showing an example of a method for creating a map showing the relationship between the driving condition and the gear position, and FIG. 4 is a graph showing the relationship between the driving condition and the gear stage.

  As shown in FIG. 3, first, as step S10, the input rotation speed at each vehicle speed is calculated for each shift speed. That is, the relationship between the input rotation speed, the vehicle speed, and the gear position is calculated. Specifically, first, the tire radius of the hybrid vehicle 1, the final reduction ratio i_diff, and the transmission ratio i_T / M of each gear stage are measured and / or calculated. Thereafter, the tire rotation speed ω_t at each vehicle speed is calculated from the calculated tire radius and vehicle speed. Thereafter, the relationship between the vehicle speed and the input rotation speed Nc is calculated by multiplying the calculated tire rotational speed ω_t by the final reduction ratio i_diff and the speed ratio i_T / M for each speed stage. That is, the relationship between the vehicle speed and the input rotational speed Nc is calculated by Nc = (ω_t × i_diff × i_T / M).

  Next, in step S12, the required start output P is calculated from the input rotational speed Nc and the maximum value T of the internal combustion engine starting torque. Specifically, it is calculated by P = T × Nc. Next, as step S <b> 14, the resonance frequency band (N_resonance) of the input rotation speed is calculated from the configuration of the damper and the mount of the hybrid vehicle 1. Next, based on the resonance frequency band calculated as step S16, the lower limit value N_min of the input rotation speed is calculated. Specifically, this is a value obtained by giving a predetermined margin (α) to the upper limit value (N_resonance max) of the resonance frequency band. That is, N_min = N_resonance max + α. Here, by making the rotational speed higher than the lower limit value of the input rotational speed, resonance can be prevented from occurring due to the rotation of the internal combustion engine.

  By calculating each relationship as described above, the relationship as shown in FIG. 4 can be calculated. Here, in FIG. 4, the vertical axis represents the input rotation speed [rpm] and the start required output [kW], and the horizontal axis represents the vehicle speed [km / h]. In FIG. 4, 1st to 5th are lines indicating the relationship between the vehicle speed, the input rotation speed, and the start required output at the first speed to the fifth speed, respectively. As shown in FIG. 4, in the case of the same input rotation speed, the vehicle speed increases as the gear position increases from the first speed to the fifth speed. In the case of the same vehicle speed, the input rotational speed decreases as the gear position increases from the first speed to the fifth speed. The internal combustion engine start control device 102 stores the relationship shown in FIG. The format to be stored is not particularly limited. Even if a map in which the input rotation speed and the starting torque are associated with each vehicle speed and each shift speed is stored, the vehicle speed, the input rotation speed, and the starting torque for each shift speed are stored. An expression indicating the relationship may be created and stored.

  Next, the operation of the internal combustion engine start control device 102 when a start request for the internal combustion engine is generated during motor travel (EV travel) will be described with reference to FIG. FIG. 5 is a flowchart showing the operation of the internal combustion engine start control device 102.

  First, as step ST20, an internal combustion engine start request is generated due to a change in operating conditions during motor travel. Here, the internal combustion engine start request is made when the accelerator pedal is stepped on more strongly and the motor driving cannot obtain power corresponding to the opening degree of the accelerator pedal, or when the remaining amount of the secondary battery 120 is less than a predetermined amount. There is a case. Thereafter, when the request detection means 104 detects that an internal combustion engine start request has been generated, the start control means 106 confirms an available gear stage from step S22. Here, the usable gear stage is a gear stage of a transmission mechanism different from the gear stage used for motor traveling and the transmission mechanism in which the gear stage used for motor traveling is arranged. In the present embodiment, usable gear stages are: the second gear stage and the fourth gear stage that are used for motor travel, the first gear stage, the third gear stage, There are four gear stages, including the fifth speed gear stage.

  Next, the start control means 106 calculates the final gear as step S24. Here, the final gear stage is the highest gear among the available gear stages confirmed in step S22 and the rotational speed of the input shaft determined from the current vehicle speed is N_min or higher. It is a step. Here, the gear stage that satisfies this condition may be calculated by applying it to a map (see FIG. 4) in which the current vehicle speed is stored in advance. Here, the final gear stage is a gear stage that can be used, and when the rotational speed (that is, the rotational speed) is N_min or more when used at the current vehicle speed, the rotational speed is the lowest. is there. After calculating the final gear, the start control means 106 calculates the initial gear as step S26. Here, the initial gear stage is a gear stage that is one higher gear than the final gear stage. For example, when the final gear is the fourth gear 44, the initial gear is the fifth gear 35, and when the final gear is the third gear 33, the initial gear is the fourth gear. Stage 44 is obtained.

  When the initial gear stage is calculated, the start control means 106 determines whether the initial gear stage is a usable gear stage as step S28. That is, it is determined whether the initial gear stage is a gear stage used for motor traveling or a gear stage of a transmission mechanism different from the transmission mechanism where the gear stage used for motor traveling is arranged. If it is determined in step S28 that the initial gear is a usable gear, the start control means 106 proceeds to step S30, and if it is determined that the initial gear is an unusable gear, the process proceeds to step S38.

  Next, the start control means 106 calculates a shift start rotation speed as step S30. Here, the shift start rotational speed is the rotation of the internal combustion engine 5 that starts the operation of switching the engaged clutch from the clutch on the transmission mechanism side having the initial gear stage to the clutch on the transmission mechanism side having the final gear stage. Speed.

  The shift start rotation speed is calculated as follows. FIG. 6 is a graph showing the relationship between the rotational speed of the internal combustion engine 5 and the torque transmission time. In FIG. 6, the vertical axis represents the rotational speed of the internal combustion engine, and the horizontal axis represents the time from the start of torque transmission. Further, the graph shown in FIG. 6 is an example when a constant torque is transmitted to the internal combustion engine. First, when the clutch is engaged with the initial gear stage selected, the power of the drive shaft 80 is transmitted from the output shaft to the engine output shaft 8 via the initial gear stage, the input shaft, and the clutch. 5 is rotated. At this time, the internal combustion engine 5 does not burn fuel. At this time, when a constant torque force is transmitted to the engine output shaft 8, the internal combustion engine rotational speed Ne increases in proportion to time, as shown in FIG. Here, since the initial gear stage is a gear stage one gear higher than the final gear stage, the final rotational speed of the internal combustion engine rotational speed Ne is higher than the rotational speed of the input shaft on the initial gear stage side. . Therefore, before the internal combustion engine rotational speed Ne becomes equal to or higher than the initial gear stage input shaft rotational speed, it is necessary to release the initial gear stage clutch and engage the final gear stage clutch. Further, as shown in FIG. 6, a certain time is required for releasing the clutch on the initial gear stage side and engaging the clutch on the final gear stage side. Therefore, the time taken from the start of the release of the initial gear stage side clutch to the actual completion of the release, and from the start of the engagement of the final gear stage side clutch to the actual completion of the engagement. Of these times, the time that takes more time is calculated. In this embodiment, it is the time required for engaging the clutch on the final gear stage side. Then, as shown in FIG. 6, the start control means 106 determines the relationship between the rotation speed calculated in advance and the time during which torque is transmitted, that is, the acceleration of the calculated rotation speed, that is, the speed at which the rotation speed increases. Using this, the rotational speed at the time before the engagement of the clutch on the final gear stage side is calculated before the rotational speed of the internal combustion engine becomes the rotational speed of the input shaft on the initial gear stage side. The rotational speed is set as the shift start speed. In other words, when the release of the initial gear stage side clutch and the engagement of the final gear stage side clutch are completed, the rotational speed of the internal combustion engine becomes the rotational speed of the input shaft on the initial gear stage side. Calculate the speed.

  Next, the start control means 106 enters, that is, selects an initial gear as step S32. That is, the initial gear stage is selected, and the counter gear and the output shaft are engaged by the coupling mechanism of the initial gear stage. If the initial gear stage is a gear stage used for motor travel, the gear stage has already been selected, and the process proceeds to step S34 as it is. When the initial gear stage is set, the start control means 106 half-engages the clutch on the initial gear stage side in step S34. By causing the clutch on the initial gear stage side to be half-engaged by the start control means 106, the power output from the motor 50 is transmitted from the output shaft to the input shaft via the initial gear stage, and from the input shaft to the engine via the clutch. Transmission to the output shaft 8 causes the engine output shaft 8 to rotate. As the engine output shaft 8 rotates, the internal combustion engine 5 also rotates. At this time, the start control means 106 half-engages the clutch on the initial gear stage side while adjusting the output of the motor 50. Specifically, the output of the motor 50 and the engagement state of the clutch are adjusted so that a constant torque can be transmitted to the engine output shaft 8 while preventing a feeling of deceleration. In this way, the start control means 106 controls the output of the motor 50 and the engagement state of the clutch, thereby causing the hybrid vehicle 1 to travel at a predetermined speed while rotating the engine output shaft 8 and the internal combustion engine 5. To raise.

  When the start control means 106 starts to transmit torque to the engine output shaft 8 while half-engaging the clutch on the initial gear stage side, in step S36, it is determined whether the internal combustion engine rotational speed Ne is higher than the shift start rotational speed. judge. That is, it is determined whether the internal combustion engine rotational speed Ne> the shift start rotational speed. The start control means 106 proceeds to step S38 when the internal combustion engine rotational speed Ne> the shift start rotational speed, and proceeds to step S34 when the internal combustion engine rotational speed Ne ≦ the shift start rotational speed, and proceeds to the initial gear stage side clutch. Is half-engaged and torque is transmitted to the engine output shaft 8 to increase the rotational speed of the internal combustion engine. In this way, the start control means 106 repeats Step S34 and Step S36 until the internal combustion engine rotational speed Ne> the shift start rotational speed, and makes the internal combustion engine rotational speed Ne higher than the shift start rotational speed.

  When the internal combustion engine rotational speed Ne> the shift start rotational speed, the start control means 106 enters the final gear as step S38. That is, the speed change mechanism that is not the speed change mechanism in which the initial gear stage is arranged is set to the state in which the final gear stage is selected. Specifically, the final gear stage is selected, and the counter gear and the output shaft are engaged with each other by a coupling mechanism of the final gear stage. As with the initial gear, the final gear is the gear already used for motor travel. Since the gear is already selected, the process proceeds to step S40. move on.

  Next, in step S40, the start control means 106 half-engages the final gear stage side clutch while releasing the initial gear stage side clutch. Here, FIG. 7 is a graph showing the relationship between the torque transmitted to the internal combustion engine 5 via the initial gear stage and the torque transmitted to the internal combustion engine 5 via the final gear stage. In FIG. 7, the vertical axis represents the torque capacity, and the horizontal axis represents the internal combustion engine rotational speed Ne. As shown in FIG. 7, the start control means 106 adjusts the engaged / released state of the two clutches to switch the engaged clutch while keeping the torque capacity transmitted to the internal combustion engine 5 constant. .

  The start control means 106 half-engages the clutch on the final gear stage side, and when the internal combustion engine rotational speed Ne is equal to or higher than N_min and a desired rotational speed, as step S42, the internal combustion engine firing, that is, , Start burning the fuel. When the firing of the internal combustion engine is started, the process proceeds to engine traveling or hybrid traveling, and the process is terminated.

  As described above, according to the hybrid vehicle 1, the final gear stage is selected from the available gear stages, and after the rotational speed of the internal combustion engine 5 is increased via the final gear stage, the firing is started. Thus, at the time of firing, the rotation speed of the internal combustion engine 5 can be prevented from entering the resonance frequency band, and the hybrid vehicle 1 can be prevented from vibrating. In addition, since the gear stage of the transmission mechanism at the start of firing is the final gear stage, the highest gear stage can be used among the gear stages that prevent the resonance frequency band from being reached. The rotational speed of the internal combustion engine 5 at the time can also be lowered. In addition, by selecting the final gear from the available gears, the rotational speed of the internal combustion engine 5 can be increased during motor travel, and switching from motor travel to engine travel can be performed continuously. Can do. As a result, power can always be transmitted to the drive wheels, and it is possible to prevent the drive force from being lost.

  Furthermore, by using the initial gear stage, the rotational speed of the internal combustion engine is increased to the shift start rotational speed, so that the power, that is, the rotational speed of the internal combustion engine at the time of torque transmission can be increased compared to the case where the final gear stage is used. The difference from the rotation speed of the input shaft can be further reduced. Since the difference between the rotational speed of the internal combustion engine and the rotational speed of the input shaft can be reduced, the torque transmission efficiency can be further increased, and the rotational speed of the internal combustion engine can be increased efficiently. Further, since the power can be transmitted efficiently, the output of the motor 50 necessary for increasing the rotational speed of the internal combustion engine can be reduced, and the increase in the output of the motor when the rotational speed of the internal combustion engine is increased can be reduced. Can do. Further, since the difference between the rotational speed of the internal combustion engine and the rotational speed of the input shaft can be reduced, the wear of the clutch can also be suppressed.

  Further, by setting the gear stage on the high gear side of the last gear stage as the initial gear stage, it is possible to simultaneously release the clutch and engage the clutch. As a result, the power can be transmitted to the internal combustion engine in a state where power is always transmitted, that is, in a state where there is no driving force loss, and the rotational speed of the internal combustion engine can be increased efficiently. In the case where the initial gear stage cannot be used, it is possible to prevent the driving force from being lost by using only the final gear stage.

  Further, when starting the firing in step S42, the clutch on the final gear stage side may be temporarily released. By starting the firing with the clutch released, it is possible to prevent the hybrid vehicle 1 from rapidly accelerating even when the rotational speed of the internal combustion engine 5 suddenly increases at the start. Alternatively, the clutch on the final gear stage side may be half-engaged and accelerated by the output at the start of firing. Alternatively, the speed of the hybrid vehicle may be controlled by applying a load by regenerative braking of the motor.

  In the above-described embodiment, the start control means 106 transmits the power from the output shaft to the engine output shaft 8 with the clutch half-engaged, but from the output shaft with the clutch engaged. May be transmitted to the engine output shaft 8.

  Here, in the above-described embodiment, the start control means 106 of the internal combustion engine start control device 102 uses two gear stages, the initial gear stage and the final gear stage, to increase the rotational speed of the internal combustion engine. The invention is not limited to this, and the rotational speed of the internal combustion engine may be increased using three gear stages including a pre-initial gear stage. Hereinafter, the case where the internal combustion engine start control device 102 increases the rotational speed of the internal combustion engine using three gear stages including the pre-initial gear stage will be described with reference to FIG. FIG. 8 is a flowchart showing another example of the operation of the internal combustion engine start control device 102. 8 is the same as the process of the flowchart shown in FIG. 5, the same steps are given the same step numbers as in FIG. 5, and detailed descriptions thereof are omitted.

  First, as step ST20, an internal combustion engine start request is generated due to a change in operating conditions during motor travel. Next, the start control means 106 confirms an available gear stage from among the gear stages in step S22, and then calculates the final gear stage in step S24 and calculates the initial gear stage in step S26.

  Next, the start control means 106 calculates a pre-initial gear stage as step S50. Here, the pre-initial gear stage is a gear stage that is two higher gears than the final gear stage, and a gear stage that is one higher gear than the initial gear stage. For example, when the final gear stage is the third gear stage 33, the pre-initial gear stage is the fifth gear stage 35, and when the final gear stage is the second gear stage 42, the pre-initial gear stage is the fourth gear stage 35. The speed gear stage 44 is obtained. After calculating the pre-initial gear stage, the start control means 106 determines whether the initial gear stage is a usable gear stage as step S28. If it is determined in step S28 that the initial gear is a usable gear, the start control means 106 proceeds to step S30, and if it is determined that the initial gear is an unusable gear, the process proceeds to step S38. If it is determined that the initial gear stage is a usable gear stage, the start control means 106 calculates a shift start rotation speed as step S30.

  After calculating the shift start rotational speed, the start control means 106 determines whether the pre-initial gear stage is a usable gear stage in step S52. In other words, it is determined whether the pre-initial gear stage is a gear stage used for motor traveling or a gear stage of a transmission mechanism different from the transmission mechanism where the gear stage used for motor traveling is arranged. . If it is determined in step S52 that the pre-initial gear stage is a usable gear stage, the start control means 106 proceeds to step S54, and if it is determined that the pre-initial gear stage is an unusable gear stage, the process proceeds to step S32. move on.

  If it is determined in step S52 that the pre-initial gear stage is a usable gear stage, the start control means 106 calculates a pre-shift start rotation speed in step S54. Here, the pre-shift start rotational speed is the internal combustion engine 5 that starts the operation of switching the engaged clutch from the clutch on the transmission mechanism side having the pre-initial gear stage to the clutch on the transmission mechanism side having the initial gear stage. The rotation speed of Note that the method for calculating the pre-shift start rotation speed is the same as the method for calculating the shift start rotation speed, and thus the description thereof is omitted. After calculating the pre-shift start rotation speed in step S54, the start control means 106 puts a pre-initial gear stage in step S56. That is, the counter gear and the input shaft are engaged by the pre-initial gear stage coupling mechanism. When the pre-initial gear stage is engaged, the start control means 106 half-engages the pre-initial gear stage side clutch as step S58. By half-engaging the clutch on the pre-initial gear stage side, power is transmitted to the engine output shaft 8 and the internal combustion engine 5, and the rotational speed of the internal combustion engine 5 increases. Even when the pre-initial gear stage side clutch is half-engaged, the start control means 106 controls the output of the motor 50 and the pre-initial gear stage side clutch engagement state so as not to give a sense of deceleration. To do.

  When the start control means 106 starts to transmit torque to the engine output shaft 8 while half-engaging the pre-initial gear stage side clutch, in step S60, the internal combustion engine rotational speed Ne is higher than the pre-shift start rotational speed. Determine whether. That is, it is determined whether or not the internal combustion engine rotational speed Ne> the pre-shift start rotational speed. The start control means 106 proceeds to step S62 if the internal combustion engine rotational speed Ne> pre-shift start rotational speed, and proceeds to step S58 if the internal combustion engine rotational speed Ne ≦ pre-shift start rotational speed, and pre-initial gear stage. While half-engaging the side clutch, torque is transmitted to the engine output shaft 8 to increase the rotational speed of the internal combustion engine. In this way, the start control means 106 repeats steps S58 and S60 until the internal combustion engine rotational speed Ne> the pre-shift start rotational speed, and makes the internal combustion engine rotational speed Ne higher than the pre-shift start rotational speed.

  When the internal combustion engine rotational speed Ne> the pre-shift start rotational speed, the start control means 106 enters an initial gear as step S62. That is, the speed change mechanism that is not the speed change mechanism in which the pre-initial gear stage is arranged is set to the state in which the initial gear stage is selected. If the initial gear stage is a gear stage used for motor travel, the gear stage has already been selected, and the process proceeds to step S64 as it is.

  Next, in step S64, the start control means 106 half-engages the clutch on the initial gear stage side while releasing the clutch on the pre-initial gear stage side. The start control means 106 adjusts the engaged / released state of the two clutches to switch the engaged clutch while keeping the torque capacity transmitted to the internal combustion engine 5 constant. The start control means 106 proceeds to step S36 when the pre-initial gear stage side clutch is released and the initial gear stage side clutch is half-engaged. The subsequent steps are the same as those in the flowchart shown in FIG.

  In this way, by using three consecutive gear stages and switching the gear stages one by one, the clutch can be released and the clutch can be engaged simultaneously. As a result, the power can be transmitted to the internal combustion engine in a state where power is always transmitted, that is, in a state where there is no driving force loss, and the rotational speed of the internal combustion engine can be increased efficiently. Further, by using a gear stage that is two gears higher than the final gear stage, the power from the input shaft to the internal combustion engine is reduced in a state where the rotational speed difference between the rotational speed of the internal combustion engine and the rotational speed of the input shaft is smaller. Can be transmitted, and power can be transmitted more efficiently. In the case where the pre-initial gear stage cannot be used, it is possible to prevent the driving force from being lost by using the initial gear stage and the final gear stage. Note that the pre-initial gear stage can be used only when the final gear stage is a gear stage on the first low gear side of the gear stage used for motor travel. That is, when the fourth speed gear stage 44 is used for motor travel, when the final gear stage is the third speed gear stage 33, the third speed gear stage 33 is used using three gear stages, and the internal combustion engine 5 does not lose its driving force. The rotation speed can be increased to a predetermined rotation speed.

  Further, in the above-described embodiment, the engine output shaft 8 can be used when the initial gear stage side clutch is half-engaged, when the engaged clutch is switched, and when the final gear stage side clutch is half-engaged. The output of the motor and the engagement state of the clutch are controlled so that the torque transmitted to the internal combustion engine 5 is a constant torque, but the present invention is not limited to this. Here, FIG. 9 is a graph showing another example of the relationship between the torque transmitted to the internal combustion engine via the initial gear stage and the torque transmitted to the internal combustion engine via the final gear stage. In FIG. 9, the vertical axis is the torque capacity, and the horizontal axis is the rotational speed Ne of the internal combustion engine. For example, as shown in FIG. 9, the output of the motor 50 (the output indicated by the solid line in the graph) may be constant, and the torque (torque capacity) transmitted for each gear stage may be different. When the output of the motor 50 is constant, the torque capacity when the initial gear stage side clutch is half-engaged is larger than the torque capacity when the final gear stage side clutch is half-engaged. As described above, the torque capacity at the time of half-engagement of the clutch on the initial gear stage side can be further increased, so that the increase speed of the rotational speed of the internal combustion engine 5 at the time of half-engagement of the clutch on the initial gear stage side can be increased. it can. Thereby, the time from the start of power transmission to the internal combustion engine 5 to the start of firing can be further shortened.

  In the above-described embodiment, the gear ratio is reduced and the gear can be switched efficiently, so that the initial gear is the gear on the first high gear side of the final gear, but the present invention is not limited to this. It is not limited. As the initial gear stage, various gear stages that are arranged in a speed change mechanism that is not a speed change mechanism having a final gear stage and that are on the higher gear side than the final gear stage can be used. It should be noted that the efficiency at the time of switching the gear stage decreases as the distance from the final gear stage increases. For example, when the final gear is the first gear, the fourth gear can be used as the initial gear. Thus, by selecting different gear speeds for the initial gear stage and the final gear stage, it is possible to simultaneously release the clutch on the initial gear stage side and engage the clutch on the final gear stage side. The rotational speed of the internal combustion engine can be increased while preventing the driving force from being lost.

  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 88, 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 88, for example, the first speed change mechanism 30 and the second speed change mechanism 40, for example. The speed change mechanism 40 may transmit 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 88, 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 88 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 88 is not limited to this. In the drive device 10, 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 first input shaft 27 and the second input shaft 28 to the drive wheels 88, 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. 10 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. 10, the dual clutch mechanism 20 has a clutch housing 14a coupled to the engine output shaft 8, and friction plates 27a and 28b 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 first input shaft 27 is a hollow shaft, and the second input shaft 28 extends into the first input shaft 27. The second input shaft 28 that is an inner shaft is configured to be longer in the axial direction than the first input shaft 27 that is an outer shaft. The first transmission mechanism and the second transmission mechanism that are coaxially arranged in this way are the main gears 31a, 33a, and 35a of each shift stage of the first transmission mechanism 30 as they go from the engine output shaft 8 side to the drive wheel 88 side. , 39a are disposed on the first input shaft 27. Next, the main gears 42a, 44a of the respective speed stages of the second transmission mechanism 40 are set to the engine output shaft 8 rather than the first input shaft 27 of 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. In addition, an opening is formed in the central portion of the friction plate 27a, and the second input shaft 28 is passed through the opening. The friction plate 28a has a disk shape, and the end of the second input shaft 28 is coupled thereto. 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.

  As described above, the present invention is useful for a hybrid vehicle including an internal combustion engine and a motor as a prime mover and including a dual clutch transmission, and in particular, an input of at least one of the two transmission mechanisms. This is useful for a hybrid vehicle having a motor rotor engaged with a shaft.

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 the creation method of the map which shows the relationship between a driving condition and a gear stage. It is a graph which shows the relationship between an operating condition and a gear stage. It is a flowchart which shows operation | movement of an internal combustion engine starting control apparatus. It is a graph which shows the relationship between the rotational speed of an internal combustion engine, and the transmission time of torque. It is a graph which shows the relationship between the torque transmitted to an internal combustion engine via an initial gear stage, and the torque transmitted to an internal combustion engine via a last gear stage. It is a flowchart which shows another example of operation | movement of an internal combustion engine starting control apparatus. 7 is a graph showing another example of the relationship between torque transmitted to the internal combustion engine via the initial gear stage and torque transmitted to the internal combustion engine via the final gear stage. 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 1st clutch 22 2nd clutch 27 1st input shaft 27a, 28a Friction plate 28 2nd input shaft 30 1st speed change Mechanism 31, 33, 35, 39 Gear stage 31a, 33a, 35a, 39a, 42a, 44a Main gear 31c, 33c, 35c, 39c, 42c, 44c Counter gear 31e, 33e, 35e, 39e, 42e, 44e Coupling mechanism 37 First output shaft 39b Reverse intermediate gear 40 Second transmission mechanism 42, 44 Gear stage 48 Second output shaft 50 Motor 52 Rotor 54 Stator 58 Power integrated gear 66 Propulsion shaft 70 Final reduction device 74 Differential mechanism 80 Drive shaft 88 Drive wheel 100 ECU
DESCRIPTION OF SYMBOLS 102 Internal combustion engine starting control apparatus 104 Request detection means 106 Starting control means 110 Inverter 120 Secondary battery

Claims (11)

An internal combustion engine that outputs power from the engine output shaft;
A motor generator having a prime mover function for outputting mechanical power and a function as a generator;
A first speed change mechanism that receives power from the engine output shaft at a first input shaft, changes speed by any one of a plurality of gear stages, and transmits the power toward drive wheels;
The mechanical power from the engine output shaft and the rotor of the motor generator is received by a second input shaft engaged with the rotor, and is shifted by any one of a plurality of gear stages toward the drive wheels. A second transmission mechanism capable of transmission;
A first clutch provided corresponding to a gear stage of the first transmission mechanism and capable of engaging the engine output shaft and the first input shaft;
A second clutch provided corresponding to a gear stage of the second transmission mechanism and capable of engaging the engine output shaft and the second input shaft;
Control means capable of controlling switching between engagement / release states of the first clutch and the second clutch and selection of gear stages in the first transmission mechanism and the second transmission mechanism. An internal combustion engine start control device for controlling the start of the internal combustion engine,
Request detecting means for detecting whether a start request of the internal combustion engine is generated;
When the request detection means detects that the start request is generated during traveling by only the driving force of the motor generator, the control means alternately engages the first clutch and the second clutch. And starting control means for starting combustion of fuel in the internal combustion engine after rotating the engine output shaft,
The start control means selects a gear stage used for traveling at a lower speed than the gear stage used for high speed traveling after engaging the clutch on the transmission mechanism side where the gear stage used for high speed traveling is selected. An internal combustion engine start control device characterized by engaging a clutch on the transmission mechanism side.   The start control means selects a gear stage from a gear stage used for transmitting the driving force of the motor generator or a gear stage of a speed change mechanism not used for transmitting the driving force of the motor generator. The internal combustion engine start control device according to claim 1, wherein:   The start control means includes a time required for engaging a clutch that is not engaged with the engine output shaft, a time required for releasing a clutch engaged with the engine output shaft, and an engine speed of the internal combustion engine. The timing at which the rotational speed of the input shaft engaged with the output shaft becomes equal to or higher than the rotational speed is detected, and the clutch engaged with the engine output shaft is released before the rotational speed of the internal combustion engine becomes higher than the rotational speed of the input shaft. The internal combustion engine start control device according to claim 1 or 2, wherein a clutch not engaged with the engine output shaft is engaged with the engine output shaft.   The start control means alternately engages the first clutch and the second clutch by changing one clutch from a disengaged state to a half-engaged state and the other clutch from a half-engaged state to a disengaged state. The internal combustion engine start control device according to any one of claims 1 to 3, wherein: When the start control means detects that the start request has occurred,
The rotational speed of the engine output shaft required to obtain the vehicle speed at the time of detection is equal to or higher than the resonance frequency band of the vehicle and the clutch on the shaft side of the speed change mechanism provided with the highest gear stage is placed behind, and The internal combustion engine start control device according to any one of claims 1 to 4, wherein the clutches are alternately engaged in the order of the shaft side clutch first.   The start control means is a state in which the highest gear stage is provided with the clutch on the shaft side of the speed change mechanism provided with the highest gear stage that satisfies the condition that the rotational speed at the time of input obtained from the vehicle speed is a predetermined value or more. Then, the clutches on the shaft side of the other speed change mechanism are alternately engaged in the order of the first gear with the gear higher by one step than the highest gear being selected. An internal combustion engine start control device according to claim 5. An internal combustion engine that outputs power from the engine output shaft;
A motor generator having a prime mover function for outputting mechanical power and a function as a generator;
A first speed change mechanism that receives power from the engine output shaft at a first input shaft, changes speed by any one of a plurality of gear stages, and transmits the power toward drive wheels;
The mechanical power from the engine output shaft and the rotor of the motor generator is received by a second input shaft engaged with the rotor, and is shifted by any one of a plurality of gear stages toward the drive wheels. A second transmission mechanism capable of transmission;
A first clutch provided corresponding to a gear stage of the first transmission mechanism and capable of engaging the engine output shaft and the first input shaft;
A second clutch provided corresponding to a gear stage of the second transmission mechanism and capable of engaging the engine output shaft and the second input shaft;
Control means capable of controlling switching between engagement / release states of the first clutch and the second clutch and selection of gear stages in the first transmission mechanism and the second transmission mechanism. An internal combustion engine start control device for controlling the start of the internal combustion engine,
Request detecting means for detecting whether a start request of the internal combustion engine is generated;
When the request detection means detects that the start request is generated during traveling by only the driving force of the motor generator, the control means engages at least one of the first clutch and the second clutch. And starting control means for starting combustion of fuel in the internal combustion engine after rotating the engine output shaft,
The start control means is determined from the current vehicle speed from a gear stage used for transmission of the driving force of the motor generator or a gear stage of a speed change mechanism not used for transmission of the driving force of the motor generator. Select the highest gear stage as the final gear stage when the engine output shaft rotation speed is higher than the resonance frequency band of the vehicle.
A gear stage that is one step higher than the final gear stage is either a gear stage that is used to transmit the driving force of the motor generator, or a gear stage of a transmission mechanism that is not used to transmit the driving force of the motor generator. If this is the case, select the higher gear as the initial gear,
After engaging the clutch on the shaft side of the transmission mechanism with the initial gear stage selected, the final gear stage is selected while releasing the clutch on the shaft side of the transmission mechanism with the initial gear stage selected. An internal combustion engine start control device characterized by engaging a shaft-side clutch of a speed change mechanism. The start control means is a gear stage whose gear stage is one step higher than the final gear stage, which is used for transmitting the driving force of the motor generator, or a speed change which is not used for transmitting the driving force of the motor generator. If it is not one of the gear stages of the mechanism,
8. The internal combustion engine start control device according to claim 7, wherein a clutch on a shaft side of the speed change mechanism with the final gear stage selected is engaged.   In the start control means, a gear step that is two steps higher than the final gear step is not used for transmission of the driving force of the motor generator, or used for transmission of the driving force of the motor generator. If it is one of the gears of the speed change mechanism, the gear stage that is two steps higher than the final gear stage is set as the pre-initial gear stage, and the shaft-side clutch of the transmission mechanism for which the pre-initial gear stage is selected is engaged. Then, the clutch on the shaft side of the transmission mechanism with the selected initial gear stage is engaged while releasing the clutch on the shaft side of the transmission mechanism with the pre-initial gear stage selected, and then the initial gear stage. The internal combustion engine according to claim 7 or 8, wherein the clutch on the shaft side of the transmission mechanism with the final gear stage engaged is engaged while the clutch on the shaft side of the transmission mechanism with the selected gear is released. Start control Location.   The start control means includes a time required for engaging a clutch that is not engaged with the engine output shaft, a time required for releasing a clutch engaged with the engine output shaft, and an engine speed of the internal combustion engine. The timing at which the rotational speed of the input shaft engaged with the output shaft becomes equal to or higher than the rotational speed is detected, and the clutch engaged with the engine output shaft is released before the rotational speed of the internal combustion engine becomes higher than the rotational speed of the input shaft. 10. The internal combustion engine start control device according to claim 7, wherein a clutch that is not engaged with the engine output shaft is engaged with the engine output shaft. 11.   The internal combustion engine according to any one of claims 1 to 10, further comprising a second motor generator that engages with the first input shaft and transmits mechanical power to the first input shaft. Start control device.

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