JP5899018B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor as drive sources, and a stepped transmission divided into two systems of an odd-numbered transmission shaft and an even-numbered transmission shaft. The present invention relates to a control device for a hybrid vehicle that controls the operation of a transmission.

  2. Description of the Related Art Hybrid type vehicles that include an electric motor (motor) in addition to an internal combustion engine (engine) as a drive source are known. As a transmission used in such a hybrid type vehicle, for example, as shown in Patent Document 1, a first input of a first transmission mechanism configured with odd-numbered gear stages (1, 3, 5, and the like) is used. A second transmission mechanism comprising a first connection / disconnection mechanism (odd number clutch) capable of connecting / disconnecting the shaft and the engine output shaft of the internal combustion engine and an even number of gears (2, 4, 6th speed, etc.). A twin-clutch transmission that includes a second connecting / disconnecting mechanism (even-numbered clutch) capable of connecting / disconnecting the second input shaft and the engine output shaft, and that performs shifting by alternately connecting these two connecting / disconnecting mechanisms. There is. Such a twin-clutch transmission includes a transmission having a configuration in which a rotating shaft of an electric motor is connected to a first input shaft of a first transmission mechanism.

Japanese Patent No. 4285571

  By the way, in the twin clutch type transmission in which the rotating shaft of the electric motor is connected to the first input shaft of the first transmission mechanism as described above, when a failure occurs in either the odd-numbered clutch or the even-numbered clutch, After detecting the failure, switching to the engine running mode that uses the other clutch that is not broken enables a limp home that secures emergency running.

  At that time, in order to start the engine at the time of even-numbered clutch failure, when the even-numbered clutch on-failure (referred to as a failure in which the clutch is fixed in the engaged (engaged) state, the same applies hereinafter) occurs and off-fault In any of the cases where the clutch is locked in the engaged (engaged) released (not engaged) state, the same applies hereinafter, the odd-numbered clutch is engaged to drive the motor by forward rotation. Power is transmitted to the engine output shaft of the engine via the first input shaft and the even-numbered clutch to perform forward rotation start of the motor for starting the engine. At this time, in the case of an even failure of the even-numbered clutch, the second transmission mechanism (even-numbered gear) is off-gear (which means that all the synchronous engagement devices for the even-numbered gear are disengaged). In the case of even-numbered clutch off failure, the first speed change mechanism (odd-numbered gear) is turned off (all of the odd-numbered gear synchronous engagement devices are disengaged). Then, start the motor forward rotation. Similarly, when the odd-numbered clutch is on, the first transmission mechanism is off-geared and the motor starts normal rotation. On the other hand, since the motor driving force cannot be transmitted to the crankshaft of the engine via the odd-numbered clutch when the odd-numbered clutch is off, the motor driving force is transferred from the first transmission mechanism to the second transmission mechanism. Then, the even-numbered clutch is started to start the engine by transmitting from the second transmission mechanism to the crankshaft of the engine via the even-numbered clutch.

  However, in the even-numbered clutch start mode, a part of the driving force of the motor transmitted from the first transmission mechanism to the second transmission mechanism is transmitted to the output shaft side of the transmission, and the driving wheel of the vehicle is transmitted from the output shaft. Therefore, it is necessary that the vehicle is traveling at a speed higher than a predetermined speed. In other words, when the odd-numbered clutch is off, the even-numbered clutch speed is required to start the engine when the vehicle is completely stopped or when the vehicle is running at a very low speed by the driving force of the motor. In this case, the engine cannot be started in the even-numbered clutch start mode. Therefore, conventionally, in order to cope with this point, it is necessary to provide a separate engine starting device (such as a starter motor) in the transmission. As a result, there is a concern that the number of parts of the transmission increases, the structure becomes complicated, and the cost increases.

  The present invention has been made in view of the above-described points, and an object of the present invention is to provide an odd-numbered clutch (first connecting / disconnecting means) or an even-numbered clutch ( When a failure occurs in the second connecting / disconnecting means), the internal combustion engine can be started by the electric motor for driving the vehicle, regardless of the traveling state of the vehicle, and a separate starter is not required. Is to provide.

  The present invention for solving the above problems includes an internal combustion engine (2) as a drive source and an electric motor (3), and is connected to the electric motor (3) and selected via the first connecting / disconnecting means (C1). The engine output shaft of the internal combustion engine (2) selectively via the first input shaft (IMS) connected to the engine output shaft (2a) of the internal combustion engine (2) and the second connecting / disconnecting means (C2). The second input shaft (SS) connected to (2a), the reverse shaft (RVS) arranged in parallel with the first and second input shafts (IMS, SS), and the output shaft for outputting power to the drive wheel side (CS) and a plurality of selectively connected to the first input shaft (IMS) via one or a plurality of first synchronous engagement devices (81, 82) disposed on the first input shaft (IMS). The first transmission mechanism (G1) including the odd-numbered gears (43, 45, 47) and the second input shaft (SS) A second speed change mechanism including a plurality of even gears (42, 44, 46) selectively connected to the second input shaft (SS) via one or a plurality of second synchronous engagement devices (83, 84). (G2) can be connected to the reverse shaft (RVS) via the reverse synchronous engagement device (85) disposed on the reverse shaft (RVS), and the gear on the first input shaft (IMS) ( 56) and a reverse transmission mechanism (GR) including a reverse gear (58) meshed with the output gear (CS), and the odd-numbered gears (43, 45, 47) of the first transmission mechanism (G1). ) And a plurality of output gears (51, 52, 53) meshing with even-numbered gears (42, 44, 46) of the second transmission mechanism (G2), and a transmission (4 ) And the first connecting / disconnecting means (C1) and the second connecting / disconnecting means (C2). And a control means (10) capable of determining the failure state of the hybrid vehicle, wherein the control means (10) is a first connecting / disconnecting means when the internal combustion engine (2) is stopped. When the failure of at least one of (C1) and the second connecting / disconnecting means (C2) is determined, the second connecting / disconnecting means (C2) is engaged and the reverse synchronous engaging device (85) is engaged. In this state, by driving the electric motor (3) in the reverse direction, the driving force due to the reverse rotation of the electric motor (3) is supplied to the internal combustion engine (2) via the first input shaft (IMS) and the reverse gear (58). A first internal combustion engine start control for starting the internal combustion engine (2) by transmitting to the engine output shaft (2a) is performed.

  According to the control apparatus for a hybrid vehicle according to the present invention, when the internal combustion engine is started with the electric motor at normal time, the first connecting / disconnecting means is connected, and the driving force of the electric motor is supplied to the internal combustion engine via the first input shaft. In contrast to the transmission to the engine output shaft, when the first connecting / disconnecting means or the second connecting / disconnecting means fails, the second connecting / disconnecting means, which is an even-numbered stage starting clutch, is connected to drive the motor reversely. The internal combustion engine is started by transmitting the driving force to the engine output shaft of the internal combustion engine via the second connecting / disconnecting means and the reverse gear. As a result, the internal combustion engine is started with the electric motor for driving the vehicle even when the vehicle speed is in a range where the conventional even-numbered clutch cannot be started when the first connecting / disconnecting means that is the starting clutch fails. become able to. Therefore, even if a separate engine starting device (such as a starter motor) is not provided in the transmission, the internal combustion engine can be started and the vehicle can be driven with the driving force, and limp home is possible.

  In this case, the vehicle speed detecting means (36) for detecting the vehicle speed is further provided, and the control means (10) is configured to detect the vehicle speed (V) detected by the vehicle speed detecting means (36) when the vehicle speed (V) is lower than a predetermined threshold value (V1). When the vehicle speed (V) is higher than the threshold value (V1) when one internal combustion engine start control (motor reverse start control in an embodiment described later) is performed, one of the first synchronous engagement devices (81, 82) and By driving the electric motor (3) in the normal rotation direction in a state where any of the second synchronous engagement devices (83, 84) is engaged, the driving force due to the normal rotation of the electric motor (3) is output to the output shaft. (CS) to drive the vehicle, and the driving force is transmitted to the engine output shaft (2a) of the internal combustion engine (2) via the second speed change mechanism and the second connecting / disconnecting means (C2). Second internal combustion engine start control for starting the internal combustion engine (2) (in an embodiment described later) It may be configured to perform several steps clutch start control).

  As described above, in the even-numbered clutch start mode, a part of the driving force of the electric motor transmitted from the first transmission mechanism to the second transmission mechanism is transmitted to the output shaft side of the transmission, and from the output shaft to the vehicle In order to be transmitted to the drive wheels, it is necessary that the vehicle is traveling at a predetermined speed or more. Therefore, here, when the vehicle speed is lower than the predetermined threshold, the first internal combustion engine start control (motor reverse start control) is performed, and when the vehicle speed is higher than the threshold, the second internal combustion engine start control is performed. (Even-numbered clutch start control) is performed. Thereby, when a failure occurs in the first connecting / disconnecting means or the second connecting / disconnecting means, the internal combustion engine can be started by the driving force of the electric motor regardless of the vehicle speed.

  The failure state of the first connection / disconnection means (C1) or the second connection / disconnection means (C2) is an off-failure state in which the first connection / disconnection means (C1) cannot be engaged, The two disconnecting means (C2) is in an on-failure state where the engagement cannot be released. Since it is possible to engage the second connection / disconnection means in both the off-failure state of the first connection / disconnection means and the on-failure state of the second connection / disconnection means, the first internal combustion engine start control described above or The internal combustion engine can be started by the second internal combustion engine start control.

  In addition, the control device includes the power storage device (30) capable of transmitting and receiving electric power to and from the electric motor (3), and after the internal combustion engine (2) is started, the internal combustion engine (2) starts the second transmission mechanism. The vehicle (1) is caused to travel only by the driving force transmitted through any of the even-numbered gears (42, 44, 46) of (G2), and the first synchronous engagement device (81, 82) is used as a shift preparation stage. The power storage device (30) is charged by transmitting the driving force of the internal combustion engine (2) to the electric motor (3) through the odd-numbered gears (43, 45, 47) to which any of the above is engaged. You may do it. In this case, it is preferable that the above-described shift preparation stage by any of the odd-numbered gears (43, 45, 47) is the third or fifth shift stage from the lowest shift stage that can be set by the transmission (4). .

  According to this configuration, when a failure occurs in the first connecting / disconnecting means or the second connecting / disconnecting means, the motor is caused to function as a generator by the driving force of the internal combustion engine while the vehicle is driven only by the driving force of the internal combustion engine. The power storage device can be charged. In addition, when charging the battery with the driving force of the internal combustion engine, if the driving force of the internal combustion engine is transmitted via the lowest gear position (first speed) of the transmission, the motor may be in an overspeed state exceeding an allowable range. There is. On the other hand, if the driving force is transmitted through the highest speed stage (seventh speed stage or the like), the electric motor may be insufficiently rotated and a sufficient amount of charge may not be obtained. For this reason, the gear stage for transmitting the driving force of the internal combustion engine to the electric motor is preferably set to the third or fifth gear stage from the lowest gear stage of the transmission.

  In the above control device, when the engagement of the second connecting / disconnecting means (C2) can be released after the internal combustion engine (2) is started, the engagement of the second connecting / disconnecting means (C2) is released. And the driving force of the electric motor (3) is transmitted to the output shaft (CS) via the first speed change mechanism (G1) in a state where the engagement of the second synchronous engagement device (83, 84) is released. It is good to run the vehicle.

  When the second connecting / disconnecting means (C2) can be disengaged, the second connecting / disconnecting means is disengaged and the second synchronous engaging device (synchronous engaging device for even-numbered gears) If the engagement is released, the driving force of the electric motor can be transmitted to the output shaft side while the internal combustion engine is started, so that the vehicle can be driven only by the driving force of the electric motor.

  In order to reverse the vehicle when it is impossible to disengage the second connecting / disconnecting means (C2), the reverse synchronous engagement device (85) is started when the internal combustion engine (3) is started and the vehicle is stopped. ) To disengage the second synchronous engagement device (83, 84), thereby driving the driving force of the internal combustion engine (3) via the first input shaft (IMS) and the reverse gear (58). By transmitting to the output shaft (CS), the vehicle can be moved backward.

  In order to reverse the vehicle when it is impossible to disengage the second connecting / disconnecting means, it is necessary to change the engagement state of the synchronous engagement device in order to reversely rotate the output shaft. Specifically, the vehicle is stopped once, the reverse synchronization engagement device is engaged, and the engagement of the second synchronization engagement device is released, thereby transmitting the reverse rotation driving force to the output shaft.

  Further, in the above control device, when the first connecting / disconnecting means (C1) can be engaged, the first transmission mechanism (G1) is disengaged by the disengagement of the first synchronous engagement device (81, 82). The vehicle may be driven in a neutral state with both the first connecting / disconnecting means (C1) and the second connecting / disconnecting means (C2) engaged.

  As described above, when the vehicle is started with both the first connecting / disconnecting means (C1) and the second connecting / disconnecting means (C2) engaged, the odd-stage gear is neutral. The vehicle starts with the transmitted driving force. In addition, the vehicle can be driven by transmitting the driving force of the electric motor to the output shaft via the second connecting / disconnecting means (C2). Furthermore, the power storage device can be charged by transmitting the driving force of the internal combustion engine to the electric motor via the odd-numbered gear. It is also possible to assist the driving force of the internal combustion engine with the electric motor.

Further, the vehicle is further provided with notification means (35) for notifying the vehicle driver of the limp home mode, and the control means (10) indicates a failure state of the first connection / disconnection means (C1) or the second connection / disconnection means (C2). If it is determined, a command for operating the notification means (35) may be issued. According to this, it is possible to notify the driver of the execution of the limp home mode due to the failure of the first connecting / disconnecting means or the second connecting / disconnecting means, and it is possible to ensure safety in traveling of the vehicle.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the control apparatus for a hybrid vehicle of the present invention, when a failure occurs in the first connecting / disconnecting mechanism (odd-numbered clutch) or the second connecting / disconnecting mechanism (even-numbered clutch) of the transmission, regardless of the traveling state of the vehicle. Instead, the internal combustion engine can be started only with the driving force of the electric motor for driving the vehicle.

It is the schematic which shows the structural example of the hybrid vehicle provided with the control apparatus concerning one Embodiment of this invention. FIG. 2 is a skeleton diagram of the transmission shown in FIG. 1. It is a conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. It is a skeleton figure which shows the power transmission path | route in the motor normal rotation start mode. It is a skeleton figure which shows the power transmission path | route of even-number stage clutch starting mode. It is a skeleton figure which shows the power transmission path | route in a motor reverse rotation start mode. It is a graph which shows the relationship between the vehicle speed in the case of starting an engine via an odd number stage clutch or an even number stage clutch, and the rotation speed of each clutch. It is a flowchart which shows the selection procedure of the engine starting mode at the time of failure of an odd number stage clutch or an even number stage clutch. It is a table | surface which shows the classification | category of the engine starting mode at the time of failure of an odd number stage clutch or an even number stage clutch. It is a timing chart which shows the change of various values at the time of starting an engine in the motor reverse rotation starting mode at the time of the odd-number stage clutch off failure. It is a flowchart which shows the selection procedure of the engine starting mode at the time of failure of the odd number stage clutch or the even number stage clutch in 2nd Embodiment of this invention. It is a table | surface which shows the classification | category of the engine starting mode at the time of failure of the odd number stage clutch or the even number stage clutch in 2nd Embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a schematic diagram illustrating a configuration example of a hybrid vehicle including a control device according to the first embodiment of the present invention. As shown in FIG. 1, the vehicle 1 according to the present embodiment is a hybrid vehicle equipped with an internal combustion engine 2 and an electric motor 3 as drive sources, and further includes an inverter (electric motor control means for controlling the electric motor 3. ) 20, a battery (power storage device) 30, a transmission (transmission) 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL. Here, the electric motor 3 is a motor and includes a motor generator, and the battery 30 is a capacitor and includes a capacitor. The internal combustion engine 2 is an engine, and includes a diesel engine, a turbo engine, and the like. The rotational driving force of the internal combustion engine (hereinafter referred to as “engine”) 2 and the electric motor (hereinafter referred to as “motor”) 3 is transmitted to the left and right via the transmission 4, the differential mechanism 5 and the drive shafts 6R and 6L. It is transmitted to the drive wheels WR and WL.

  The vehicle 1 also includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the inverter (electric motor control means) 20, and the battery 30. The electronic control unit 10 is not only configured as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery for controlling the battery 30. The ECU may be composed of a plurality of ECUs such as an AT-ECU for controlling the transmission 4. The electronic control unit 10 of the present embodiment controls the engine 2 and also controls the motor 3, the battery 30, and the transmission 4.

  The electronic control unit 10 performs control so that the motor alone travels (EV travel) using only the motor 3 as a power source according to various operating conditions, or performs the engine alone travel using only the engine 2 as a power source. Control is performed so as to perform cooperative traveling (HEV traveling) in which both the engine 2 and the motor 3 are used as power sources. Further, the electronic control unit 10 performs protection control of the inverter 20 in a stalled state of the motor 3 described later and other control necessary for various operations according to various known control parameters.

  In addition, the electronic control unit 10 includes, as control parameters, the accelerator pedal opening from the accelerator pedal sensor 31 that detects the depression amount of the accelerator pedal, and the brake pedal opening from the brake pedal sensor 32 that detects the depression amount of the brake pedal. Various signals such as a shift position from a shift position sensor 33 that detects a gear stage (shift stage) and a vehicle speed from a vehicle speed sensor 39 that detects a vehicle speed are input. Further, although not shown, the electronic control unit 10 further includes a situation of a road (for example, flat road, uphill, downhill) on which the vehicle 1 is currently traveling from a car navigation system mounted on the vehicle 1 or the like. Or other data) may be input. The vehicle 1 is also provided with an alarm lamp (notification means) 35 for notifying the driver that the vehicle 1 is in the limp home mode. When the electronic control unit 10 determines that one of the odd-numbered clutch C1 and the even-numbered clutch C2 described later is in a malfunction state where it does not operate normally, the alarm lamp 35 is turned on.

  The engine 2 is an internal combustion engine that generates a driving force for running the vehicle 1 by mixing fuel with air and burning it. The motor 3 functions as a motor that generates a driving force for running the vehicle 1 using the electric energy of the battery 30 when the engine 2 and the motor 3 collaborate or when only the motor 3 runs alone. In addition, when the vehicle 1 decelerates, it functions as a generator that generates electric power by regeneration of the motor 3. During regeneration of the motor 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

  Next, the configuration of the transmission 4 provided in the vehicle 1 of the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. FIG. 3 is a conceptual diagram showing the engagement relationship of the shafts of the transmission 4 shown in FIG. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (DCT: dual clutch transmission).

  The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the crankshaft (engine output shaft) 2a of the engine 2 and the motor 3, and an outer main shaft (an outer cylinder of the inner main shaft IMS). Second input shaft) OMS, secondary shaft (second input shaft) SS parallel to inner main shaft IMS, idle shaft IDS, reverse shaft (reverse shaft) RVS, and counter which is parallel to these shafts and forms an output shaft A shaft CS is provided.

  Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS via the idle shaft IDS, and the counter shaft CS is further always engaged with the differential mechanism 5 (see FIG. 1). Be placed.

  The transmission 4 includes an odd-numbered stage clutch (first connecting / disconnecting mechanism) C1 and an even-numbered stage clutch (second connecting / disconnecting mechanism) C2. The odd-numbered clutch C1 and the even-numbered clutch C2 are dry-type clutches. The odd-numbered clutch C1 is coupled to the inner main shaft IMS. The even-numbered clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft) and is connected to the reverse shaft RVS and the secondary shaft SS (first shaft) from the gear 48 fixed on the outer main shaft OMS via the idle shaft IDS. 2 part of the input shaft).

  A sun gear 71 of the planetary gear mechanism 70 is fixedly disposed at a predetermined position near the motor 3 of the inner main shaft IMS. Further, on the outer periphery of the inner main shaft IMS, a carrier 73 of the planetary gear mechanism 70, a third speed drive gear 43, a seventh speed drive gear 47, and a fifth speed drive gear 45 are arranged in this order from the left side in FIG. The third speed drive gear 43 is also used as the first speed drive gear. The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the inner main shaft IMS. The third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. ing. Further, on the inner main shaft IMS, a 3-7 speed synchromesh mechanism 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction. Corresponding to this, a 5-speed synchromesh mechanism 82 is provided so as to be slidable in the axial direction. The gear stage is connected to the inner main shaft IMS by sliding the synchromesh mechanism corresponding to the desired gear stage to put the gear stage in sync. These gears and synchromesh mechanisms provided in association with the inner main shaft IMS constitute a first transmission mechanism G1 for realizing odd-numbered shift stages. The drive gears 43, 45, and 47 are odd-numbered gears according to the present invention, and the synchromesh mechanisms 81 and 82 are the first synchronous coupling device according to the present invention. The drive gears 43, 45, 47 of the first transmission mechanism G1 mesh with corresponding driven gears (output gears) 51, 52, 53 provided on the countershaft CS to drive the countershaft CS to rotate.

  On the outer periphery of the secondary shaft SS (second input shaft), a second speed drive gear 42, a sixth speed drive gear 46, and a fourth speed drive gear 44 are disposed so as to be relatively rotatable in order from the left side in FIG. The Further, on the secondary shaft SS, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism 84 is provided so as to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS (second input shaft) by sliding the synchromesh mechanism corresponding to the desired gear stage to insert the gear stage. These gears and the synchromesh mechanism provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism G2 for realizing an even number of shift stages. The drive gears 42, 44, 46 are even-numbered gears according to the present invention, and the synchromesh mechanisms 83, 84 are the second synchronous coupling device according to the present invention. Each drive gear of the second speed change mechanism G2 also meshes with corresponding driven gears 51, 52, 53 provided on the countershaft CS to rotationally drive the countershaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the gear 55 on the idle shaft IDS, and is coupled from the idle shaft IDS to the even-numbered clutch C2 via the outer main shaft OMS.

  A reverse gear 58 is relatively rotatably arranged on the outer periphery of the reverse shaft RVS. On the reverse shaft RVS, a reverse synchromesh mechanism (reverse synchronous engagement device) 85 corresponding to the reverse gear 58 is slidable in the axial direction, and the gear 50 is engaged with the idle shaft IDS. Is fixed. These gears and synchromesh mechanisms provided in association with the reverse shaft RVS constitute a reverse speed change mechanism GR for realizing a reverse stage. When the vehicle 1 moves backward (reverse running), the synchromesh mechanism 85 is synchronized and the even-numbered clutch C2 is engaged, whereby the even-numbered clutch C2 is rotated via the outer main shaft OMS and the idle shaft IDS. Is transmitted to the reverse shaft RVS, and the reverse gear 58 is rotated. The reverse gear 58 meshes with the gear 56 on the inner main shaft IMS, and when the reverse gear 58 rotates, the inner main shaft IMS rotates in the direction opposite to that during forward movement. The rotation of the inner main shaft IMS in the reverse direction is transmitted to the counter shaft CS via the third speed drive gear 43 connected to the planetary gear mechanism 70.

  On the countershaft CS, in order from the left side in FIG. 2, the 2-3 speed driven gear 51, the 6-7 speed driven gear 52, the 4-5 speed driven gear 53, the parking gear 54, and the final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the counter shaft CS is transmitted to the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. . The ring gear 75 of the planetary gear mechanism 70 is provided with a brake 41 for stopping the rotation of the ring gear 75.

  In the transmission 4 configured as described above, when the synchromesh sleeve of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 6th speed drive gear 46 is connected. Is coupled to the secondary shaft SS. When the synchromesh sleeve of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the even-numbered clutch C2 with the even-numbered drive gear selected in this way, the transmission 4 is set to an even-numbered gear (second speed, fourth speed, or sixth speed).

  When the sync sleeve of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the inner main shaft IMS to select the 3rd speed, and when it is slid to the right, the 7th speed is driven. The gear 47 is coupled to the inner main shaft IMS to select the seventh speed. When the synchromesh sleeve of the 5-speed synchromesh mechanism 82 is slid rightward, the 5-speed drive gear 45 is coupled to the inner main shaft IMS, and the 5-speed gear stage is selected. In a state (neutral state) in which none of the gears 43, 47, 45 is selected by the synchromesh mechanisms 81, 82, the rotation of the planetary gear mechanism 70 is transmitted to the countershaft CS via the gear 43 connected to the carrier 73, The first gear is selected. By engaging the odd-numbered clutch C1 with the odd-numbered drive gear selected, the transmission 4 is set to an odd-numbered gear (1st, 3rd, 5th, or 7th). The

  Determination of the shift speed to be realized in the transmission 4 and control for realizing the shift speed (selection of shift speeds in the first transmission mechanism G1 and the second transmission mechanism G2, that is, synchro switching control, and odd-numbered clutch C1 The control of the engagement and disengagement of the even-numbered clutch C2 and the like are performed by the electronic control unit 10 in accordance with the driving situation as is well known.

  In the hybrid drive device according to the present embodiment, when a failure occurs in either the odd-numbered clutch C1 or the even-numbered clutch C2, after detecting the failure, the other clutches C1 and C2 that have not failed are used. By switching to control that travels with the driving force of the engine 2, a limp home mode is secured to ensure travel in an emergency.

  At that time, in order to start the engine 2 when the even-numbered clutch C2 fails, the odd-numbered clutch C1 is engaged regardless of whether the even-numbered clutch C2 has an on-failure or an off-failure. Thus, the driving force generated by the forward rotation of the motor 3 is transmitted to the crankshaft 2a of the engine 2 via the inner main shaft IMS and the odd-numbered clutch C1 to start the engine 2 (hereinafter referred to as “motor forward rotation start”). Mode ”). At this time, if the even-numbered clutch C2 is on, the even-numbered gears 42, 44, 46 are turned off (the synchronous engagement devices 83, 84 for the even-numbered gears 42, 44, 46 are not engaged). In the case where the even-numbered clutch C2 is off, the odd-numbered gears 43, 45, 47 are turned off (the odd-numbered gears 43, 45). , 47 is set to the non-engaged state of the synchronous engagement devices 81 and 82 for the motor 47). Similarly, when the odd-numbered clutch C1 is on, the engine 2 is started by performing the motor forward rotation start mode with the odd-numbered gears 43, 45, and 47 being off-geared. FIG. 4 is a skeleton diagram showing a power transmission path in the motor forward rotation start mode.

  On the other hand, when the odd-numbered clutch C1 is in an OFF failure, the driving force of the motor 3 cannot be transmitted to the crankshaft 2a of the engine 2 via the odd-numbered clutch C1, so that the driving force of the motor 3 is transmitted from the first transmission mechanism G1. The transmission mode is transmitted to the second transmission mechanism G2, and then transmitted from the second transmission mechanism G2 to the crankshaft 2a of the engine 2 via the even-numbered clutch C2, thereby starting the engine 2 (hereinafter referred to as "even number"). "Step clutch start mode"). FIG. 5 is a skeleton diagram showing a power transmission path in the even-numbered clutch start mode.

  In the even-numbered clutch starting mode, a part of the driving force of the motor 3 transmitted from the first transmission mechanism G1 to the second transmission mechanism G2 is transmitted to the driving wheels WR and WL via the secondary shaft (output shaft) SS. The Therefore, when the vehicle 1 is completely stopped or when the vehicle speed is equal to or lower than a predetermined value, the even-numbered clutch C2 has not reached the rotation speed at which the engine 2 can be started. The engine 2 cannot be started in the mode. Therefore, in the present embodiment, when the vehicle speed V is lower than the predetermined threshold value V1 (see FIG. 7) when the odd-numbered clutch C1 is in an off failure, the even-numbered clutch C2 is replaced with the even-numbered clutch start mode. And the reverse gear 58 is in-gear (referring to the reverse synchromesh mechanism 85 being engaged, the same applies hereinafter), and the motor 3 is driven in the reverse direction so that the reverse rotation of the motor 3 A start mode (hereinafter referred to as “motor reverse start mode”) in which driving force is transmitted to the crankshaft 2a of the engine 2 via the inner main shaft IMS and the reverse gear 58 is performed. FIG. 6 is a skeleton diagram showing a power transmission path in the motor reverse rotation start mode.

  Here, the motor forward rotation start mode, the even-numbered clutch start mode, and the motor reverse rotation start mode will be described in detail. In the motor forward rotation start mode shown in FIG. 4, the odd-numbered clutch C1 is engaged, the even-numbered clutch C2 is disengaged, the reverse gear 58 is off-gear (the synchromesh mechanism 85 for the reverse gear 58 is not engaged). The same shall apply hereinafter). When an ON failure has occurred in the odd-numbered clutch C1, or when an OFF failure has occurred in the even-numbered clutch C2, the odd-numbered gears 43, 45, 47 are turned off, and the even-numbered gear 42 , 44, 46 are in-gear (which means that any of the synchromesh mechanisms 83, 84 for the even-numbered gears 42, 44, 46 is engaged, and so on). Further, when an ON failure has occurred in the even-numbered clutch C2, the even-numbered gears 42, 44, 46 are turned off, and any of the odd-numbered gears 43, 45, 47 is in-gear (odd-numbered gear 43). , 45, 47, which means that one of the synchromesh mechanisms 81, 82 is brought into an engaged state, and so on. In this state, the motor 3 is rotationally driven in the forward rotation direction.

  Thereby, the driving force of the motor 3 transmitted through the inner main shaft IMS is transmitted to the crankshaft 2a of the engine 2 via the first clutch C1. Therefore, by rotating the motor 3, the inner main shaft IMS can crank the crankshaft 2 a of the engine 2 and crank the engine 2 to start the engine 2.

  In the even-numbered clutch starting mode shown in FIG. 5, the odd-numbered clutch C1 is disengaged, any of the odd-numbered gears 43, 45, 47 is in-gear, and the even-numbered clutch C2 is engaged. Any of the even-numbered gears 42, 44, 46 is set as an in-gear, and the reverse gear 58 is set as an off-gear. In this state, the motor 3 is rotationally driven in the forward rotation direction. In FIG. 6, as an example, the case where the third speed drive gear 43 among the odd-numbered gears 43, 45, 47 is the in-gear and the second speed drive gear 42 among the even-numbered gears 42, 44, 46 is the in-gear is shown. .

  As a result, the driving force of the motor 3 transmitted through the inner main shaft IMS is transmitted to the secondary shaft SS via the third speed drive gear 43, the driven gear 51 on the countershaft CS1, and the second speed drive gear 42. The gear 49 on the SS is transmitted to the gear 48 on the outer main shaft OMS via the gear 55 on the idle shaft IDS. This driving force is transmitted from the outer main shaft OMS to the crankshaft 2a of the engine 2 via the even-numbered clutch C2. Thereby, by rotating the motor 3, the outer main shaft OMS rotates the crankshaft 2a of the engine 2 and cranks it, so that the engine 2 can be started. At this time, part of the driving force transmitted from the third gear 43 to the driven gear 51 is transmitted to the countershaft CS, so that the driving force transmitted to the drive wheels WR and WL via the countershaft CS. The vehicle 1 moves forward.

  In the motor reverse rotation start mode shown in FIG. 6, the odd-numbered clutch C1 is disengaged, the even-numbered clutch C2 is engaged, the odd-numbered gears 43, 45, 47 and the even-numbered gears 42, 44, 46 are turned off, The reverse gear 58 is an in-gear. In this state, the motor 3 is rotationally driven in the reverse direction.

  Thereby, the driving force of the motor 3 transmitted through the inner main shaft IMS is transmitted to the reverse shaft RVS via the reverse gear 58, and is transmitted from the reverse shaft RVS to the idle shaft IDS via the gear 50 and the gear 55. Further, it is transmitted from the gear 55 via the gear 48 to the outer main shaft OMS. Then, it is transmitted from the outer main shaft OMS to the crankshaft 2a of the engine 2 via the even-numbered clutch C2. Thus, by rotating the motor 3, the inner main shaft IMS rotates the crankshaft 2a of the engine 2 and cranks it, so that the engine 2 can be started. In this motor reverse rotation start mode, since the driving force of the motor 3 can be transmitted to the crankshaft 2a of the engine 2 only through the even-numbered clutch C2 without passing through the odd-numbered clutch C1, an off-failure occurs in the odd-numbered clutch C1. The engine 2 can be started by the motor 3 even when

  FIG. 7 is a graph showing the relationship between the vehicle speed V and the rotational speed of the odd-numbered clutch C1 or even-numbered clutch C2 when the engine 2 is started via the odd-numbered clutch C1 or the even-numbered clutch C2. As shown in the graph of the figure, the rotational speed R of the odd-numbered clutch C1 or the even-numbered clutch C2 is a rotational speed proportional to the vehicle speed V. On the other hand, in order to start the engine 2, it is necessary to crank the crankshaft 2a at a rotational speed equal to or higher than the startable rotational speed R1. Therefore, in order to start the engine 2 in the even-numbered clutch start mode, it is necessary that the rotation speed R of the even-numbered clutch C2 is equal to or higher than the startable rotation speed R1 of the engine 2.

  Therefore, in the present embodiment, only in a region (region A) on the side of a higher vehicle speed (vehicle speed V> threshold V1) than the vehicle speed (threshold) V1 at which the rotation speed R of the even-numbered clutch C2 becomes the startable rotation speed R1 of the engine 2. Even-numbered clutch starting is performed, and in a region (region B) on the vehicle speed (vehicle speed V <threshold V1) side lower than the vehicle speed (threshold) V1, motor reverse rotation starting is performed instead of even-numbered clutch starting.

  FIG. 8 is a flowchart showing a procedure for selecting the engine start mode when the odd-numbered clutch C1 or the even-numbered clutch C2 fails. FIG. 9 is a list of engine start modes classified according to failure modes of the odd-numbered clutch C1 and the even-numbered clutch C2. Hereinafter, the selection of the engine start mode when the odd-numbered clutch C1 or the even-numbered clutch C2 fails will be described with reference to these drawings.

  In the flowchart of FIG. 8, it is first determined whether or not a failure has occurred in the odd-numbered clutch C1 (step ST1-1). As a result, when a failure has occurred in the odd-numbered clutch C1 (YES), it is subsequently determined whether or not the failure is an OFF failure (step ST1-2). If it is an off-failure (YES), it is subsequently determined whether or not the vehicle speed V is lower than the threshold value V1 (step ST1-3). As a result, if the vehicle speed V is lower than the threshold value V1 (low vehicle speed) (YES), the engine 2 is started in the motor reverse rotation start mode (step ST1-4). On the other hand, if the vehicle speed V is higher than the threshold value V1 (high vehicle speed) (NO), the engine 2 is started in the even-numbered clutch start mode (step ST1-5). Further, when the failure of the odd-numbered clutch C1 is not an off-failure in the previous step ST1-2, that is, when it is an on-failure (NO), the engine 2 is started in the motor normal rotation start mode in the odd-numbered off gear state. (Step ST1-6).

  On the other hand, if no failure has occurred in the odd-numbered clutch C1 in the previous step ST1-1 (NO), it is determined whether or not a failure has occurred in the even-numbered clutch C2 (step ST1-7). As a result, if a failure has occurred in the even-numbered clutch C2 (YES), it is subsequently determined whether or not the failure is an OFF failure (step ST1-8). If it is an OFF failure (YES), the engine 2 is started in the motor normal rotation start mode in the odd-numbered off-gear state (step ST1-6). On the other hand, when the failure of the even-numbered clutch C2 is not an off-failure, that is, when it is an on-failure (NO), the engine 2 is started in the motor normal rotation start mode in the even-numbered-stage off-gear state (step ST1-9).

  As described above, in order to start the engine 2 when the odd-numbered clutch C1 has an off-failure, when the vehicle speed V is lower than the predetermined threshold value V1, the motor reverse rotation is started, and the vehicle speed V is higher than the threshold value V1. In this case, even-numbered clutch starting is performed. As a result, the engine 2 can be started by the vehicle driving motor 3 regardless of the vehicle speed.

  FIG. 10 is a timing chart showing changes in various values when the engine 2 is started in the motor reverse rotation start mode when the odd-numbered clutch C1 is in an OFF failure. In the timing chart of the figure, on / off of the brake switch, off-defect determination flag of the odd-numbered clutch C1, flag of motor reverse rotation start mode, first speed (third speed) drive gear 43, reverse gear 58, in-gear of the second speed drive gear 42 / Off-gear state, transmission torque of the odd-numbered clutch C1 and even-numbered clutch C2, the rotational speed of the motor 3, the rotational speed of the engine 2, and the vehicle speed V are shown over time.

  Here, in the state where the vehicle speed V = 0 km / h is stopped, the rotation of the engine 2 is stopped (0 rpm), and the rotation of the motor 3 is stopped (0 rpm), the odd-numbered clutch C1 is turned off at time t1. When the failure determination is made, the motor reverse rotation start mode flag is turned on (0 → 1) at time t2. As a result, the first speed (third speed) drive gear 43 is switched from the in-gear to the off gear at time t3, the reverse gear 58 is switched from the off gear to the in gear at time t4, and the second speed drive gear 42 is switched from the in gear to the off gear. . Thereafter, the even-numbered clutch C2 is engaged at time t5, and the motor 3 is driven in the reverse direction at time t6. As a result, torque due to reverse rotation driving of the motor 3 is transmitted to the crankshaft 2a of the engine 2 via the even-numbered clutch C2, whereby the crankshaft 2a is rotated and the rotational speed of the engine 2 increases. Thus, when the start of the engine 2 is completed at time t7, the reverse drive of the motor 3 is stopped. As a result, the torque transmitted through the even-numbered clutch C2 becomes zero at time t8. Thereafter, at time t9, the motor reverse rotation start mode flag is turned off (1 → 0), and the reverse gear 58 is switched from the in-gear to the off-gear. At time t10, the second speed drive gear 42 is switched from the off gear to the in gear. Thereafter, the vehicle 1 starts when the brake switch is switched from on to off at time t11. Thereafter, the even-numbered clutch C2 is gradually engaged, whereby the torque of the engine 2 is transmitted to the secondary shaft SS side and the vehicle speed increases, and the even-numbered clutch C2 is completely engaged at time t12.

  As described above, in this embodiment, after the engine 2 is started when the odd-numbered clutch C1 is in the off-failure state, the engine 2 passes through one of the drive gears (even-numbered gears) 42, 44, 46 of the second transmission mechanism G2. Thus, the vehicle 1 can be driven only by the driving force transmitted. In this case, the engine 2 is driven via one of the drive gears (odd speed gears) 43, 45, 47 of the first speed change mechanism G1 engaged with the inner main shaft IMS as a gear shift preparation speed (pre-shift speed). By transmitting the force to the motor 3, it is possible to charge the battery 30 by operating the motor 3 as a generator. Thereby, the battery 30 can be charged while the vehicle 1 is traveling.

  When the driving force of the engine 2 is transmitted to the motor 3 and the battery 30 is charged, if the driving force of the engine 2 is transmitted through the first gear (the lowest gear of the transmission 4), the motor 3 is excessive. There is a risk of rotating. On the other hand, if the driving force is transmitted via the seventh speed (the highest speed), the motor 3 is not sufficiently rotated and a sufficient amount of charge may not be obtained. Therefore, here, when the pre-shift stage is the third speed stage or the fifth speed stage, the driving force of the engine 2 is transmitted to the motor 3 via the third speed driving gear 43 or the fifth speed driving gear 45 to It is good to charge.

  In the present embodiment, when the even-numbered clutch C2 can be disengaged after the engine 2 is started when the odd-numbered clutch C1 or the even-numbered clutch C2 fails, that is, the even-numbered clutch C2 is turned on. Is not generated, the driving force of the motor 3 is increased via the first speed change mechanism G1 with the even-numbered clutch C2 disengaged and the even-numbered gears 42, 44, and 46 off. The vehicle 1 can be caused to travel by being transmitted to the counter shaft CS.

  That is, if the even-numbered clutch C2 can be disengaged, the motor can be kept running with the engine 3 running if the even-numbered clutch C2 is disengaged and the even-numbered gears 42, 44, 46 are turned off. 3 can be transmitted to the countershaft CS, so that the vehicle 1 can be driven only by the driving force of the motor 3.

  Further, in the present embodiment, in order to cause the vehicle 1 to move backward (reverse running) after the engine 2 is started when the odd-numbered clutch C1 or the even-numbered clutch C2 fails, it occurs in the odd-numbered clutch C1 or even-numbered clutch C2. Depending on the type of failure that is present, any of the following can be implemented.

  When the odd-numbered clutch C1 cannot be engaged, the reverse gear 58 and the third-speed drive gear (first-speed drive gear) 43 are in-gear and the even-numbered clutch C2 is engaged after the engine 2 is started. As a result, the drive power of the engine 2 is transmitted to the drive wheels WR and WL via the even-numbered clutch C2, the third speed drive gear (first speed drive gear) 43, and the reverse gear 85, and the vehicle 1 is moved backward. The mode can be executed.

  When the even-numbered clutch C2 cannot be engaged, the third speed drive gear (first speed drive gear) 43 is in-geared and the motor 3 is driven in the reverse direction. Thereby, the reverse rotation of the motor 3 can be transmitted to the countershaft CS and the vehicle 1 can be moved backward. In this case, the reverse gear 58 and the even-numbered gears 42, 44, and 46 may be in an in-gear state or a neutral (off gear) state.

  On the other hand, when it is impossible to disengage the even-numbered clutch C2, after the engine 2 is started, the vehicle 1 is temporarily stopped, and in this state, the reverse gear 58 is set to the in-gear, and the even-numbered gears 42, 44, and 46 are used. By setting any one of them as an off-gear, the driving force of the engine 2 can be transmitted to the counter shaft CS via the inner main shaft IMS and the reverse gear 58 to reverse the vehicle 1.

  In order to reverse the vehicle 1 when the engagement of the even-numbered clutch C2 cannot be disengaged, it is necessary to change the engagement state of each synchronous engagement device in order to switch the rotation of the countershaft CS to the reverse rotation. is there. Specifically, the vehicle 1 is stopped once, the reverse synchromesh mechanism 85 is engaged, and the synchromesh mechanisms 83 and 84 are disengaged to transmit the reverse driving force to the countershaft CS. The vehicle 1 is moved backward.

  Further, in this embodiment, when the odd-numbered clutch C1 can be engaged, that is, when the off-failure has not occurred in the odd-numbered clutch C1, the odd-numbered gears 43, 45, and 47 are turned off (neutral). In this state, the vehicle 1 can travel by engaging both the odd-numbered clutch C1 and the even-numbered clutch C2.

  When the vehicle 1 is started with both the odd-numbered clutch C1 and the even-numbered clutch C2 engaged, the first transmission mechanism G1 (odd-numbered gears 43, 45, 47) is neutral, so the second transmission mechanism G2 ( The vehicle 1 starts with the driving force transmitted via the even-numbered gears 42, 44, 46). Further, the driving force of the motor 3 can be transmitted to the countershaft CS via the even-numbered clutch C2 to drive the vehicle 1. Further, the battery 30 can be charged by transmitting the driving force of the engine 2 to the motor 3 via the first transmission mechanism G1. Further, the driving force of the engine 2 can be assisted by the driving force of the motor 3.

  In addition, when the electronic control unit 10 determines that at least one of the odd-numbered clutch C1 and the even-numbered clutch C2 is in a malfunctioning state, the electronic control unit 10 performs the limp home mode based on the various drive controls described above, and generates an alarm. A command to operate the lamp 35 is issued. According to this, it is possible to notify the driver of the implementation of the limp home mode due to the failure of the odd-numbered clutch C1 or the even-numbered clutch C2, and it is possible to retract the vehicle 1 to a place where the failure can be dealt with.

[Second Embodiment]
Next, a control apparatus for a hybrid vehicle according to a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. Further, matters other than those described below and matters other than those illustrated are the same as those in the first embodiment.

  In the first embodiment, when the odd-numbered clutch C1 has an off-failure, either the motor reverse rotation start mode or the even-numbered clutch start mode is selectively performed according to the vehicle speed V, while the even-numbered clutch C2 has an on-failure. In this case, the motor forward rotation start mode (even-numbered stage off gear) was performed. On the other hand, in the present embodiment, as described below, the motor reverse rotation start mode is set according to the vehicle speed V not only when the odd-numbered clutch C1 has an off-failure but also when the even-numbered clutch C2 has an on-failure. One of the even-numbered clutch start modes is selectively performed.

  FIG. 11 is a flowchart showing a procedure for selecting the engine start mode when the odd-numbered clutch C1 or the even-numbered clutch C2 fails in the second embodiment. FIG. 12 is a list of engine start modes classified according to failure modes of the odd-numbered clutch C1 and the even-numbered clutch C2 in the second embodiment. Hereinafter, the selection of the engine start mode when the odd-numbered clutch C1 or the even-numbered clutch C2 fails in the second embodiment will be described with reference to these drawings.

  In the flowchart of FIG. 11, it is first determined whether or not a failure has occurred in the odd-numbered clutch C1 (step ST2-1). As a result, when a failure has occurred in the odd-numbered clutch C1 (YES), it is subsequently determined whether or not the failure is an OFF failure (step ST2-2). If it is an off-failure (YES), it is subsequently determined whether or not the vehicle speed V is lower than the threshold value V1 (step ST2-3). As a result, if the vehicle speed V is lower than the threshold value V1 (low vehicle speed) (YES), the engine 2 is started in the motor reverse rotation start mode (step ST2-4). On the other hand, if the vehicle speed V is higher than the threshold value V1 (high vehicle speed) (NO), the engine 2 is started in the even-numbered clutch start mode (step ST2-5). Further, when the failure of the odd-numbered clutch C1 is not an off-failure in the previous step ST2-2, that is, when it is an on-failure (NO), the engine 2 is started in the motor normal rotation start mode (odd-numbered off gear) ( Step ST2-6).

  On the other hand, if no failure has occurred in the odd-numbered clutch C1 in the previous step ST2-1 (NO), it is determined whether or not a failure has occurred in the even-numbered clutch C2 (step ST2-7). As a result, if a failure has occurred in the even-numbered clutch C2 (YES), it is subsequently determined whether or not the failure is an OFF failure (step ST2-8). If it is an OFF failure (YES), the engine 2 is started in the motor normal rotation start mode (odd-stage off gear) (step ST2-6). On the other hand, when the failure of the even-numbered clutch C2 is not an OFF failure, that is, an ON failure (NO), it is subsequently determined whether or not the vehicle speed V is lower than the threshold value V1 (step ST2-9). As a result, when the vehicle speed V is lower than the threshold value V1 (low vehicle speed) (YES), the engine 2 is started in the motor reverse rotation start mode (step ST2-10). On the other hand, when the vehicle speed V is higher than the threshold value V1 (high vehicle speed) (NO), the engine 2 is started in the even-numbered clutch start mode (step ST2-11).

  Thus, in this embodiment, not only when the odd-numbered clutch C1 has an off-failure but also when the even-numbered clutch C2 has an on-failure, the motor reverse rotation is performed when the vehicle speed V is lower than the predetermined threshold value V1. When the vehicle speed V is higher than the threshold value V1, the even-numbered clutch is started. As a result, as in the first embodiment, the engine 2 can be started by the vehicle driving motor 3 regardless of the vehicle speed.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

1 Vehicle 2 Engine (Internal combustion engine)
2a Crankshaft (engine output shaft)
3 Motor (electric motor)
4 Transmission 10 Electronic control unit (control means)
30 battery (power storage device)
35 Warning lamp (notification means)
39 Vehicle speed sensor 43, 45, 47 Drive gear (odd gear)
42, 44, 46 Drive gear (even-numbered gear)
58 Reverse gear 70 Planetary gear mechanism 81, 82 Synchromesh mechanism (first synchronous coupling device)
83,84 Synchromesh mechanism (second synchronous coupling device)
85 Reverse synchromesh mechanism C1 Odd-stage clutch (first connecting / disconnecting means)
C2 Even-numbered clutch (second connecting / disconnecting means)
CS counter shaft (output shaft)
G1 First transmission mechanism G2 Second transmission mechanism IDS Idle shaft IMS Inner main shaft (first input shaft)
OMS outer main shaft (second input shaft)
RVS reverse shaft (reverse shaft)
SS Secondary shaft (second input shaft)
WR, WL Drive wheel

Claims (9)

With an internal combustion engine and electric motor as drive sources,
A first input shaft connected to the electric motor and selectively connected to the engine output shaft of the internal combustion engine via first connecting / disconnecting means;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second connecting / disconnecting means;
A reverse shaft disposed in parallel with the first and second input shafts;
An output shaft that outputs power to the drive wheel side;
A first speed change mechanism including a plurality of odd-numbered gears that are selectively connected to the first input shaft via one or more first synchronous engagement devices disposed on the first input shaft;
A second speed change mechanism including a plurality of even-numbered gears selectively connected to the second input shaft via one or more second synchronous engagement devices disposed on the second input shaft;
A reverse speed change mechanism including a reverse gear that is connectable to the reverse shaft via a reverse synchronous engagement device disposed on the reverse shaft and meshes with a gear on the first input shaft;
A transmission having a plurality of output gears disposed on the output shaft and meshing with odd-numbered gears of the first transmission mechanism and even-numbered gears of the second transmission mechanism;
Control means for controlling a speed change operation of the transmission and capable of determining a failure state of the first connecting / disconnecting means and the second connecting / disconnecting means;
A vehicle speed detecting means for detecting a vehicle speed, and a hybrid vehicle control device comprising:
The control means includes
When the internal combustion engine is stopped, if the failure of at least one of the first connecting / disconnecting means and the second connecting / disconnecting means is determined, the second connecting / disconnecting means is engaged and the reverse synchronization By driving the electric motor in the reverse rotation direction with the engagement device engaged, an engine output shaft of the internal combustion engine is driven by the reverse rotation of the electric motor via the first input shaft and the reverse gear. to transmit have first row of the internal combustion engine starting control for starting the internal combustion engine,
When the vehicle speed detected by the vehicle speed detection means is lower than a predetermined threshold value, the first internal combustion engine start control is performed, and when the vehicle speed is higher than the threshold value, one of the first synchronous engagement devices. And driving the electric motor in the forward rotation direction in a state where either of the second synchronous engagement devices is engaged, the driving force due to the normal rotation of the electric motor is transmitted to the output shaft to drive the vehicle And the second internal combustion engine start control for starting the internal combustion engine by transmitting the driving force to the engine output shaft of the internal combustion engine via the second speed change mechanism and the second connecting / disconnecting means. A control apparatus for a hybrid vehicle characterized by the above. The fault condition, the control apparatus for a hybrid vehicle according to claim 1, wherein the first disengaging means is characterized by a non-off-failure state engagement. The fault condition, the control apparatus for a hybrid vehicle according to claim 1, wherein the second disengaging means is characterized by a release non ON failure state engagement. A power storage device capable of transferring power to and from the motor;
After starting the internal combustion engine,
The vehicle is driven only by the driving force transmitted from the internal combustion engine via one of the even-numbered gears of the second transmission mechanism, and one of the first synchronous engagement devices is engaged as a gearshift preparation stage. 4. The hybrid vehicle control device according to claim 2 , wherein the power storage device is charged by transmitting a driving force of the internal combustion engine to the electric motor via the odd-numbered gear that is engaged. 5. . 5. The control apparatus for a hybrid vehicle according to claim 4 , wherein the shift preparation stage by any one of the odd-numbered gears is the third or fifth shift stage from the lowest shift stage that can be set by the transmission. . After starting the internal combustion engine,
When it is possible to disengage the second connecting / disconnecting means,
With the second connecting / disengaging means disengaged and the second synchronous engagement device disengaged, the driving force of the motor is transmitted to the output shaft via the first transmission mechanism. The hybrid vehicle control device according to claim 2 , wherein the vehicle is caused to travel. After starting the internal combustion engine,
When the vehicle is stopped, the reverse synchronous engagement device is engaged to disengage the second synchronous engagement device, so that the driving force of the internal combustion engine is supplied to the first input shaft and the reverse The hybrid vehicle control device according to claim 3 , wherein the vehicle is moved backward by being transmitted to the output shaft via a gear. By disengaging the first synchronous engagement device, the first speed change mechanism is made neutral.
4. The control apparatus for a hybrid vehicle according to claim 3 , wherein both the first connecting / disconnecting means and the second connecting / disconnecting means are engaged. A notification means for notifying the driver of the vehicle the limp home mode;
Wherein if it is determined a fault condition of the first disengaging means or said second disengaging means, any one of claims 1 to 8, characterized in that issues a command to operate the notification means The control apparatus of the hybrid vehicle described in 2.

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