JP5912050B2 - Hybrid vehicle - Google Patents

Description

  TECHNICAL FIELD The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor as a prime mover, and particularly to a vehicle including a dual clutch transmission that performs shift control by alternately switching two transmission mechanisms to reduce engine starting torque. The present invention relates to a hybrid vehicle using the engine starting method.

  The conventionally known engine starting system has a configuration in which a starter motor is connected to a rotation shaft of an internal combustion engine through a dedicated transmission mechanism (belt mechanism). Power (high torque) is required for the starter motor, which necessitates high cost and relatively large size. Further, a space for arranging a dedicated transmission mechanism (belt mechanism) is also required.

  On the other hand, in recent years, in order to eliminate the interruption of transmission of mechanical power at the time of shifting, a transmission for a vehicle has recently been developed with an input shaft (hereinafter referred to as a first input) of a first shifting mechanism configured with an odd number of shifting stages. A first clutch that can engage an output shaft of the internal combustion engine (hereinafter referred to as an engine output shaft or an engine output shaft) and an input shaft of a second speed change mechanism that is composed of an even number of shift stages. There is known a so-called dual clutch transmission that includes a second clutch (hereinafter referred to as a second input shaft) and a second clutch that can engage an engine output shaft, and performs shifting by alternately switching these two clutches. It has been. For example, when shifting from an odd speed to an even speed, the dual clutch transmission pre-engages a selected gear speed among the even speed gears via a synchro mechanism while traveling in an odd speed. In combination (this is called “pre-shift”), when the traveling gear stage is changed to an even stage, the first clutch that transmits the mechanical power to the odd stage is disengaged and the mechanical power to the even stage. By disengaging the second clutch that transmits the power, interruption of power transmission at the time of shifting is suppressed.

  Further, in the dual clutch transmission as described above, there is known a hybrid vehicle further including an electric motor coupled to an input shaft of one transmission mechanism. There are three forms of power supply in such a hybrid vehicle: engine traveling alone, motor traveling alone, and hybrid traveling using a combination of the engine and motor. Which power supply mode should be adopted is appropriately controlled according to the driving state of the vehicle.

  By the way, since the engine is stopped in the motor independent traveling state, it is necessary to start the engine when shifting from motor independent traveling to engine traveling during vehicle traveling. For this purpose, the engine is pushed and started (cranking) using the rotation of the motor used for running the vehicle, and after the engine is started, the engine is run by setting an appropriate gear position. For example, if the motor is engaged with the input shaft of the first transmission mechanism, the engine travels when the motor is traveling independently using the gear position (odd gear position) of the first transmission mechanism. In order to shift, while maintaining selection of the shift stage (odd shift stage) of the first transmission mechanism (connection to the shift output shaft), an appropriate one of the shift stages (even shift stages) of the second transmission mechanism is selected. The gear stage is selected and the second clutch is engaged, and the power of the motor is transmitted to the engine output shaft of the engine via the selected gear stage and the second clutch of the second transmission mechanism. Thus, the engine is pushed and started (cranking). In this case, as the gear stage used for pushing start, the engine rotational speed when the gear stage is connected to the engine output shaft is equal to or higher than a preset required rotational speed (rotational speed necessary for pushing start) and The gear position is selected so as to be the lowest. As a result, pressing is performed at a high gear (speed) at which the engine can be instantly started, and the energy loss of the motor during pressing is reduced. However, the motor used is a large high torque type motor.

Japanese Patent No. 4285571

  As described above, in the conventional starter motor system, power (high torque) is required for the starter motor, which necessitates high cost and relatively large size. Further, a space for arranging a dedicated transmission mechanism (belt mechanism) is also required. On the other hand, the above-described hybrid vehicle includes an electric motor for driving and traveling, and thus can be used as a starter motor, and a dedicated starter motor and its transmission mechanism (belt mechanism) can be omitted. However, in the prior art as disclosed in Patent Document 1, the motor torque is not taken into consideration, and a large motor is used. Further, in a conventional hybrid vehicle, start control is not performed by distinguishing between engine start (push start) during traveling and engine start when the vehicle is stopped.

  The present invention has been made in view of the above points, and by reducing the engine starting torque when the vehicle is stopped, the required torque of the electric motor used for starting the engine can be reduced, and the electric motor used can be reduced in size. It is intended to provide a hybrid vehicle that can be used.

A hybrid vehicle according to the present invention receives an internal combustion engine, an electric motor, an engine output shaft, and mechanical power from the electric motor by a first input shaft engaged with the electric motor, and any one of a plurality of gear stages. A first speed change mechanism for engaging the first input shaft with the drive output shaft via one selected gear stage; and mechanical power from the engine output shaft is received by the second input shaft; A second transmission mechanism that engages the second input shaft with the drive output shaft through one selected gear stage, and the engine output shaft that is provided corresponding to the first transmission mechanism. And a first clutch capable of engaging the first input shaft and the second transmission mechanism, the engine output shaft and the second input shaft can be engaged. A second clutch, and the second speed change mechanism A reverse gear stage for reverse running, the reverse gear stage being coupled to the first input shaft, and at the time of reverse running, the first input shaft is reversely rotated via the reverse gear stage, and the first transmission mechanism In the hybrid vehicle configured to transmit the reverse rotation to the drive output shaft through the predetermined gear stage selected in step 2, the reverse gear stage is selected in the second transmission mechanism when the engine is started from the vehicle stop state. On the other hand, the reverse gear is disabled by deselecting the predetermined gear stage in the first speed change mechanism, and the reverse gear is engaged by engaging the second clutch and rotating the motor reversely. Control means for transmitting the driving force of the electric motor to the engine output shaft through a stage is provided.

  According to the present invention configured as described above, since the engine is started using the electric motor of the hybrid vehicle, the dedicated starter motor and its transmission mechanism (belt mechanism) can be omitted, and the size can be reduced. be able to. Further, when the engine is started from the vehicle stop state, the reverse driving force of the electric motor is forwardly transmitted to the engine output shaft via the reverse gear stage, and the deceleration from the motor to the engine becomes larger than 1, which is necessary for starting. The motor torque can be reduced, and the electric motor can be reduced in size. In addition, the engine start control when the vehicle is stopped is performed via the reverse gear stage in distinction from the engine start (push start) during traveling, so that efficient control can be performed.

According to another aspect, the dual clutch transmission according to the present invention is provided with a first input main shaft coupled to the engine output shaft via the first clutch, the second input clutch and the first input main shaft, and the second clutch. A first shift that selectively couples the first input main shaft to the drive output shaft via one of a plurality of transmission gear stages, a second input main shaft coupled to the engine output shaft via A gear mechanism, a first counter shaft and a second counter shaft parallel to the second input main shaft, an idle shaft, and a first transmission for transmitting the rotation of the second input main shaft to the first sub shaft via the idle shaft. 1 transmission gear mechanism, a second transmission gear mechanism that selectively couples the first countershaft to the drive output shaft via any one of a plurality of transmission gear stages, and rotation of the second input main shaft to the idle A second transmission gear mechanism for transmitting to the second countershaft via a shaft; A third countershaft parallel to the second countershaft; a reverse gear stage that selectively couples the second countershaft to the third countershaft; and a first gear that couples the reverse gear stage to the first input main shaft. In a dual clutch transmission having three transmission gear mechanisms, an electric motor is coupled to one end of the first input main shaft, and the second clutch and the reverse gear stage are engaged when the engine is started from a vehicle stop state. The reverse rotation of the electric motor causes the second input main shaft to rotate forward via the reverse gear stage from the first input main shaft that reversely rotates, so that a driving force for starting the engine is applied to the engine output shaft. It is characterized by that. In this case, the same effect as described above can be obtained.

The schematic connection block diagram of the hybrid vehicle in one Embodiment of this invention. The skeleton figure of the transmission shown in FIG. The conceptual diagram which shows the engagement relationship of each shaft of the transmission shown in FIG. The timing chart which shows an example of the engine starting control performed by the electronic control unit shown in FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  The control device (control means) included in the hybrid vehicle according to the present invention is realized by, for example, an electronic control unit (ECU) 10 mounted on the vehicle to control the entire vehicle. In the following embodiments, the electronic control unit 10 will be described as controlling an engine and controlling a transmission, a battery, and an electric motor (motor).

  FIG. 1 is a schematic connection configuration diagram of a hybrid vehicle in an embodiment of the present invention. The hybrid vehicle 1 of the present embodiment includes an internal combustion engine 2, a motor 3, motor control means 20 for controlling the motor 3, a battery 30, a transmission 4, a differential mechanism 5, and left and right drive shafts. 6R, 6L, left and right drive wheels 7R, 7L, an air conditioner (A / C) compressor 8 and the like. The rotational driving force of the engine 2 and the motor generator (electric motor) 3 is transmitted to the left and right drive wheels 7R, 7L via the transmission 4, the differential mechanism 5, and the drive shafts 6R, 6L.

  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 motor control means 20, the battery 30, and the like. The electronic control unit 10 is not only configured as a single unit, but also controls, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor generator 3 and the motor control means 20, and the battery 30. The ECU may be composed of a plurality of ECUs such as a battery ECU for controlling the transmission and an AT ECU for controlling the transmission 4.

  As a control related to the present invention, the electronic control unit 10 performs “engine start control from when the vehicle stops”, and according to various operating conditions, the motor alone travels using only the motor 3 as a power source ( EV traveling), control so that only the engine 2 is used as a power source, and control so that the engine is driven alone, or cooperative running using both the engine 2 and the motor 3 as power sources. Various controls such as control can be performed. Further, the electronic control unit 10 performs shift control according to the accelerator pedal opening detected by the accelerator pedal opening detector 40 and other known operation parameters, and performs control necessary for other various operations. Do.

  The engine 2 is an internal combustion engine that generates driving force for running the vehicle 1 by mixing fuel with air and burning it. The motor 3 primarily functions as a starter motor for starting the engine. In the present invention, as will be described later, when the engine is started from the time when the vehicle is stopped, the motor 3 is reversely rotated so that a driving force is applied to the engine output shaft via the reverse stage, thereby reducing the engine starting torque. As a result, the required torque of the electric motor used for starting the engine is reduced. Therefore, a miniaturized electric motor can be used as the motor 3.

  Further, as is generally known in a hybrid vehicle, the vehicle 1 is caused to travel using the electric energy of the battery 30 during cooperative traveling between the engine 2 and the motor 3 or EV traveling using only the motor 3. The motor 3 can be made to function as a motor that generates a driving force for the purpose. The vehicle 1 also functions as a generator that generates electric power by regeneration of the motor 3 when the vehicle 1 is decelerated. During regeneration of the motor 3, the battery 30 is charged with electric power (regenerative energy) generated by the motor 3.

  In the present embodiment, the engine 2, the motor 3, and the like are only required to have a known configuration, and are not a characteristic part of the present invention. Therefore, detailed description thereof is omitted.

  Next, the configuration of the transmission 4 according to 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 shown in FIG. 2 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 a crankshaft (not shown) forming an engine output shaft of the engine 2 and an inner main shaft IMS (first input shaft: first input main shaft) connected to the motor 3, and the inner main shaft IMS. An outer main shaft OMS (second input shaft: second input main shaft), a secondary shaft SS (second input shaft: first sub shaft) parallel to the inner main shaft IMS, and an idle shaft IDS (idle). Shaft), a reverse shaft RVS (second input shaft: second auxiliary shaft), and a counter shaft CS (drive output shaft) parallel to these shafts.

  Out of these shafts, the outer main shaft OMS (second input shaft: second input main shaft) is always engaged with the reverse shaft RVS (second input shaft: second sub shaft) and the secondary shaft SS via the idle shaft IDS. The counter shaft CS (drive output shaft) is further arranged so as to always engage with a differential mechanism 5 (not shown in FIG. 2).

  Further, the transmission 4 includes a first clutch C1 for odd-numbered stages and a second clutch C2 for even-numbered stages. The first and second clutches C1 and C2 are dry clutches. The first clutch C1 is coupled to the inner main shaft IMS (first input shaft: first input main shaft). The second clutch C2 is coupled to the outer main shaft OMS (part of the second input shaft: second input main shaft), and is connected to the reverse shaft RVS (via the idle shaft IDS) from the gear 48 fixed on the outer main shaft OMS. A part of the second input shaft: the second countershaft) and the secondary shaft SS (a part of the second input shaft: the first countershaft) are connected. The gear 48 of the outer main shaft OMS, the gear of the idle shaft IDS, and the gear 49 of the secondary shaft SS (part of the second input shaft: first sub shaft) correspond to the first transmission gear mechanism, and the gear of the outer main shaft OMS. 48, the gear of the idle shaft IDS and the gear 50 of the reverse shaft RVS (a part of the second input shaft: the second auxiliary shaft) correspond to the second transmission gear mechanism.

  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 (first input shaft: first input main shaft). Further, on the outer periphery of the inner main shaft IMS (first input shaft: first input main shaft), a carrier 73 of a planetary gear mechanism 70 serving as a first speed drive gear, a third speed drive gear 43, and the like in order from the left side in FIG. 7-speed drive gear 47 and 5-speed drive gear 45 are arranged (first transmission gear mechanism). 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, and the gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. The ring gear 75 of the planetary gear mechanism 70 is coupled to the first speed synchromesh mechanism 41.

  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 synchromesh mechanism corresponding to the desired gear stage is slid to insert the gear stage synchronism, whereby the gear stage is connected to the inner main shaft IMS (first input shaft). These gears and synchromesh mechanisms provided in association with the main shaft IMS (first input shaft) constitute a first transmission mechanism for realizing an odd number of shift stages. Each drive gear of the first speed change mechanism meshes with a corresponding driven gear provided on the countershaft CS to rotationally drive the countershaft CS.

  On the outer periphery of the secondary shaft SS (a part of the second input shaft: the first auxiliary shaft), the second speed drive gear 42, the sixth speed drive gear 46, and the fourth speed drive gear 44 are relative to each other in order from the left side in FIG. Are rotatably arranged (second transmission gear mechanism). 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 (selector mechanism) 84 is provided to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS by sliding the synchromesh mechanism corresponding to the desired gear stage to insert the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft SS constitute a second transmission mechanism for realizing an even number of shift stages. Each drive gear of the second speed change mechanism also meshes with a corresponding driven gear provided on the countershaft CS to rotationally drive the countershaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the idle shaft IDS, and is coupled from the idle shaft IDS to the second clutch C2 via the outer main shaft OMS.

  In the first speed change mechanism, selecting an arbitrary gear position means that the gear corresponding to the gear position is synchronized and the gear is connected to the inner main shaft IMS (first input shaft). Means. In addition, in the first transmission gear mechanism, to realize a shift stage (or drive gear stage) for engine running, the shift stage (or drive gear stage) is selected (with synchronization) as described above. This means that the corresponding first clutch C1 is engaged and the inner main shaft IMS (first input shaft) is connected to the engine output shaft.

  Similarly, in the second speed change mechanism, when an arbitrary certain speed is selected, the gear corresponding to the speed is synchronized and the gear is connected to the secondary shaft SS (part of the second input shaft: first It means that it is connected to the secondary shaft. In addition, in this second transmission gear mechanism, to realize a shift stage (or drive gear stage) for engine travel, the shift stage (or drive gear stage) is selected (with synchronization) as described above. This means that the corresponding second clutch C2 is engaged and the secondary shaft SS (second input shaft) is connected to the engine output shaft.

  A gear 50 that engages with the idle shaft IDS is fixed to the reverse shaft RVS (part of the second input shaft: second counter shaft). Further, on the outer periphery of the reverse shaft RVS (part of the second input shaft: second secondary shaft), the reverse shaft RVS (part of the second input shaft: second secondary shaft) is connected to the inner main shaft IMS (first primary shaft). A reverse gear stage for selectively coupling to the input shaft (first input main shaft) is provided. The reverse gear stage includes a reverse drive gear 46 provided coaxially so as to be rotatable relative to the reverse shaft RVS, and a reverse synchromesh for selectively coupling the reverse drive gear 46 to the reverse shaft RVS. The mechanism 85 includes a gear 56 fixed on the inner main shaft IMS so as to mesh with the reverse drive gear 46. The reverse synchromesh mechanism 85 is slidable in the axial direction of the reverse shaft RVS, and is OFF during forward travel (does not engage the reverse shaft RVS with the reverse drive gear 46), and is turned ON during reverse travel and is rightward in the figure. The reverse shaft RVS is engaged with the reverse drive gear 46. Further, when traveling backward, by engaging the second clutch C2, the rotation of the second clutch C2 is transmitted to the reverse shaft RVS via the outer main shaft OMS and the idle shaft IDS, and the reverse drive gear 46 rotates. Is done. When the reverse drive gear 46 rotates, the inner main shaft IMS rotates in the opposite direction to that during forward movement. Further, when traveling in reverse, the first-speed synchromesh mechanism 41 is selected to lock the ring gear 75, and the reverse rotation of the inner main shaft IMS causes the gear 43 connected thereto from the carrier 73 of the planetary gear mechanism 70. To the countershaft CS. In other words, when traveling in reverse, not only the reverse drive gear 46 (reverse gear stage) is selected in the second transmission gear mechanism, but also the first gear stage (predetermined gear stage) is selected in the first transmission gear mechanism.

  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 output shaft of the countershaft CS is the input shaft (that is, the vehicle propulsion shaft) of the differential mechanism 5. Is transmitted to.

  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 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 second clutch C2 with the even-numbered drive gear stage selected in this way, the transmission 4 is set to an even-numbered gear stage (second speed, fourth speed, or sixth speed).

  When the synchromesh 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. Further, 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. When the synchromesh sleeve of the first-speed synchromesh mechanism 41 is slid leftward, the ring gear 75 of the planetary gear mechanism 70 is selected to be locked, and the rotation of the carrier 73 of the planetary gear mechanism 70 is performed via the gear 43 connected thereto. Is transmitted to the countershaft CS, and the first gear is selected. By engaging the first clutch C1 with the odd number of drive gears selected in this way, the transmission 4 is set to an odd number of gears (first speed, third speed, fifth speed, or seventh speed). The

  When starting the engine from the vehicle stop (idle stop) state, the synchromesh mechanism 85 is synchronized and the reverse shaft RVS is coupled to the reverse gear mounting shaft RVAS (the reverse gear stage is selected in the second transmission mechanism) On the other hand, the synchromesh sleeve of the first-speed synchromesh mechanism 41 remains off, and reverse travel is disabled by deselecting a predetermined gear stage (first-speed gear stage) in the first transmission mechanism. And the 2nd clutch C2 is fastened and the motor 3 (electric motor) is reversely rotated. As a result, the reverse rotation of the motor 3 causes the inner main shaft IMS, the gear 56, the reverse gear stage (gear 46, the synchromesh mechanism 85), the reverse shaft RVS, and the idle shaft IDS to pass through the outer main shaft OMS (second input shaft). Is transmitted to the engine output shaft via the second clutch C2.

  Since the reverse gear stage has a large gear ratio, the engine starting torque can be reduced. Therefore, the required torque of the electric motor used for starting the engine can be reduced, and the motor 3 can be downsized. For example, the gear ratio of the reverse gear stage is a gear ratio lower than 1. Further, for example, the gear ratio of the reverse gear stage may be higher than or equal to any gear ratio on the starting side.

  One end of the secondary shaft SS (a part of the second input shaft: the first auxiliary shaft) is connected to the drive input shaft 8a of the compressor 8 for the air conditioner via a chain. Accordingly, the air conditioner compressor 8 is driven. Since the air conditioner compressor 8 is thus coupled to the second speed change mechanism (second speed change gear mechanism), the motor for the compressor 8 is utilized by utilizing the existing first and second speed change mechanisms for speed change control. Therefore, the transmission of the driving force 8 can be controlled, and a dedicated clutch mechanism is not required. In addition, since the air conditioner compressor 8 can be arranged on the secondary shaft SS (second input shaft) side, the degree of freedom of arrangement can be expanded, and the compatible vehicle types can be expanded.

  When the engine is running at even speeds including the reverse speed, the engine driving force is transmitted to the secondary shaft SS (second input shaft: first countershaft) by engaging the second clutch C2, and accordingly, for the air conditioner The compressor 8 is driven forward.

  During engine running or motor running in odd stages (that is, when the inner main shaft IMS = the first input shaft is coupled to the counter shaft CS = drive output shaft), the second clutch C2 is not engaged, but even By selecting a synchromesh mechanism of an arbitrary gear stage of the second transmission mechanism (second transmission gear mechanism) for the stage (pre-shift control), the rotation of the counter shaft CS (drive output shaft) is controlled by the secondary shaft SS (second output). (Input shaft: first auxiliary shaft), and the air conditioner compressor 8 can be driven forward. In this case, an arbitrary gear stage is selected by the second speed change mechanism (second speed change gear mechanism) and pre-shift control is performed, so that the rotation speed of the counter shaft CS (drive output shaft) is changed to drive the air conditioner compressor 8. Therefore, efficient air-conditioner operation can be performed by appropriate preshift control.

  As described above, when the driving force is transmitted to the air conditioner compressor 8 by the pre-shift control of the second transmission mechanism (second transmission gear mechanism) when the engine travels or the motor travels at odd stages as described above, as an example, the second transmission mechanism ( The gear stage (even stage) selected for the pre-shift control of the second transmission gear mechanism) may be a gear stage on the higher speed side than the current traveling gear stage (odd stage). Thereby, efficient air-conditioner operation can be performed. In this case, the gear stage (even stage) selected by the preshift control may be a gear stage that is two or more speeds higher than the current traveling gear stage (odd stage). Thereby, more efficient air-conditioner operation can be performed. For example, a 6-speed preshift may be performed during the 1st speed travel.

  When the engine is idling, the air conditioner compressor 8 can be driven by rotating the secondary shaft SS in the same manner as described above by engaging the clutch C2 without selecting the transmission gear stage.

  When the engine is idling, the synchromesh mechanism 85 is synchronized and the reverse shaft RVS is coupled to the reverse gear mounting shaft RVAS (the reverse gear stage is selected in the second transmission mechanism), while the first speed synchromesh The synchro sleeve of the mechanism 41 is kept off, and reverse travel is disabled by deselecting a predetermined gear stage (first gear stage) in the first transmission mechanism. And both the clutches C1 and C2 are made non-engaged, and the motor 3 (electric motor) is reversely rotated. Thus, the reverse rotation of the motor 3 is transmitted as a normal rotation to the secondary shaft SS via the inner main shaft IMS, the gear 56, the reverse gear stage (gear 46, the synchromesh mechanism 85), the reverse shaft RVS, and the idle shaft IDS. In response to this, the air conditioner compressor 8 is driven.

  Determination of the shift speed to be realized by the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first speed change mechanism and the second speed change mechanism, that is, synchro switching control, first clutch and The control of engagement and non-engagement of the two clutches is performed by the electronic control unit 10 in accordance with the driver's instruction and the driving situation.

  The connection location of the air conditioner compressor 8 is not limited to the secondary shaft SS, and may be any location on the rotating shaft or the rotating element in the first and second transmission mechanisms. Further, when the drive input shaft 8a of the air conditioner compressor 8 is connected to an arbitrary rotary shaft or rotary element in the second transmission mechanism, the drive input shaft 8a of the air conditioner compressor 8 is directly connected to the rotary shaft or rotary element. The power transmission is not limited to this, and an appropriate transmission mechanism such as a belt or a chain may be interposed. It is also possible to use an air conditioner compressor 8 that can be driven forward and backward. If the air conditioner compressor 8 capable of such forward and reverse bidirectional driving is used, the driving force corresponding to the engine or motor is transmitted as the forward drive of the drive input shaft 8a of the air conditioner compressor 8. However, the air conditioner compressor 8 can be attached to a position where it is transmitted as a reverse drive, so that the air conditioner compressor 8 can be mounted in a greater degree of freedom, and the air conditioner can be efficiently installed in a limited engine room space. The compressor 8 can be accommodated.

  Next, an example of engine start control from a vehicle stop (idle stop) state executed by the electronic control unit 10 will be described with reference to FIG. FIG. 4 is a timing chart showing an example of the operation state of the brake pedal and the accelerator pedal by the driver before and after engine startup, an example of the state of rotation of each shaft in the transmission 4, an example of the clutch operating state, and an example of the gear selection state. is there. In FIG. 4, SS (A / C) indicated by a dotted line indicates the rotational speed of the secondary shaft SS (air conditioner drive input shaft). ENG indicated by a solid line indicates the engine speed. MTG indicated by a one-dot chain line indicates the number of rotations of the inner main shaft IMS (motor shaft). C1 and C2 indicate a state in which the first clutch C1 and the second clutch C2 are engaged (ON) or not engaged (OFF). S <b> 1 indicates a selected (ON) or non-selected (OFF) state of the first-speed synchromesh mechanism (first-speed selection mechanism) 41. SR indicates a selected (ON) or non-selected (OFF) state of the reverse gear (gear 46, synchromesh mechanism 85). S2 shows the state of 2nd speed selection (ON) or non-selection (OFF) of the 2-6 speed synchromesh mechanism (2-6 speed selection mechanism) 83.

  In FIG. 4, the portion before time t0 shows an example of the idle stop state. In the idle stop state, the brake pedal is ON (depressed) and the accelerator pedal is OFF (not depressed). As described above, in the idle stop state, the reverse gear stage is selected (SR is turned on), the first speed selection S1 is turned off, and the motor 3 is rotated reversely, whereby the secondary shaft SS indicated by SS (air conditioner drive input) The rotation speed of the shaft) is set to the required rotation speed, and the air conditioner device 8 is driven.

  Next, if it is detected that the brake pedal is turned off at time t0, the reverse rotation of the motor 3 is stopped and MTG is set to 0 as preparation for starting the engine. Along with this, SS (A / C) also becomes zero. Then, engagement of the second clutch C2 is started. The reverse gear selection (SR ON) continues.

  When an engine start instruction is given at time t1, the motor 3 is reversely rotated for a certain time (until time t2), and the second clutch C2 is completely turned on. The reverse gear selection (SR ON) continues. Thus, the reverse rotation of the motor 3 is transmitted as a normal rotation to the outer main shaft OMS via the inner main shaft IMS, the gear 56, the reverse gear stage (gear 46, the synchromesh mechanism 85), the reverse shaft RVS, and the idle shaft IDS. Further, it is transmitted to the engine output shaft via the second clutch C2. Therefore, the engine speed increases as indicated by ENG. At t1-t2, the engine is ignited, and the starter motor rotation is not necessary. This state is referred to as “motoring completion”. “Motoring complete” means that starting motor rotation is no longer necessary, but the engine has not yet been stably started.

  When "motoring is completed" at time t2, during the next t2-t3, the torque of the reverse rotation of the motor 3 is removed (the rotation speed is 0), and the second clutch C2 is not engaged (OFF). The reverse gear is not selected (SR is turned off), and the first speed selection S1 is turned on.

  After time t3, the engine speed is stabilized and the engine start is completed. When the engine start is completed in this way, the control shifts to a travel request (instruction). FIG. 4 shows an example in which control for starting forward traveling in response to the forward request is performed after time t3. In this case, the engagement of the first clutch C1 is started. That is, the engine speed ENG is gradually increased from the half clutch according to the depression amount of the accelerator pedal, and the forward traveling is started.

  If there is a forward request before the engine start is completed, the motor 3 may be rotated forward and the forward travel may be started by motor travel. As a result, the driving performance is improved in response to the forward request. Thereafter, when the engine start is completed, the engine and the motor may be used together or the engine may be shifted to running.

  When the travel request after starting the engine is a reverse request, the second clutch C2 is engaged and the reverse gear (gear 46, synchromesh mechanism 85) is selected. In this case as well, if there is an update request before completion of the engine start, the motor 3 may be rotated in the reverse direction to start the reverse travel by the motor travel. As a result, the driving performance is improved in response to the reverse request.

  In addition, after the engine start is completed, when there is no travel request or when the battery charge state is low, the inner main shaft IMS (motor shaft) is rotated forward by fastening the first clutch C1, and the motor 3 is set as a regenerative operation. The battery 30 should be charged.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Motor 4 Transmission 5 Differential mechanism 8 Air-conditioner apparatus 10 Electronic control unit

Claims (12)

An internal combustion engine;
An electric motor,
Mechanical power from the engine output shaft and the electric motor is received by a first input shaft engaged with the electric motor, and the first input shaft is received through a selected gear stage of a plurality of gear stages. A first transmission mechanism engaged with the drive output shaft;
A mechanical power from the engine output shaft is received by the second input shaft, and the second input shaft is engaged with the drive output shaft through a selected gear stage of a plurality of gear stages. A two speed change mechanism;
A first clutch provided corresponding to the first speed change mechanism and capable of engaging the engine output shaft and the first input shaft;
A second clutch provided corresponding to the second speed change mechanism and capable of engaging the engine output shaft and the second input shaft, wherein the second speed change mechanism is a reverse gear for reverse travel. The reverse gear stage is coupled to the first input shaft, and at the time of reverse traveling, the first input shaft is reversely rotated via the reverse gear stage, and is selected by the first transmission mechanism. In a hybrid vehicle configured to transmit reverse rotation to the drive output shaft via a gear stage,
When the engine is started from a vehicle stopped state , the reverse gear stage is selected in the second transmission mechanism, while reverse driving is disabled by deselecting the predetermined gear stage in the first transmission mechanism, and Control means for transmitting the driving force of the electric motor to the engine output shaft via the reverse gear stage by engaging the second clutch and rotating the electric motor in the reverse direction. A hybrid vehicle.   The hybrid vehicle according to claim 1, wherein a gear ratio of the reverse gear stage is lower than 1.   2. The hybrid vehicle according to claim 1, wherein a gear ratio of the reverse gear stage is higher than or equal to all gear ratios on the starting side.   2. The hybrid vehicle according to claim 1, wherein after the completion of motoring, the control means releases the second clutch, deselects the reverse gear stage, and ends the reverse rotation of the electric motor.   5. The hybrid vehicle according to claim 4, wherein the control means starts the electric motor if there is a forward request before completion of engine start.   The hybrid vehicle according to claim 4, wherein the control means engages the first clutch when the engine start is completed.   5. The hybrid vehicle according to claim 4, wherein when there is a reverse drive request, the control means engages the second clutch and selects the reverse gear.   The said control means charges a battery by engaging the said 1st clutch, when there is no driving | running | working request | requirement after completion of engine starting, or when a battery charge condition is low. Hybrid vehicle.   The drive input shaft of the compressor for the air conditioner is coupled to the rotation shaft in the second transmission mechanism, and the motor is reversely rotated when the engine is stopped, and the rotation shaft in the second transmission mechanism is connected via the reverse gear. 9. The hybrid vehicle according to claim 1, wherein a drive input shaft of an air conditioner compressor is driven.   A drive input shaft of an air conditioner compressor is coupled to one of the rotation shafts in the first and second transmission mechanisms, and a drive input shaft of the air conditioner compressor of the first and second transmission mechanisms is coupled. During traveling using the gear stage of one of the transmission mechanisms, the driving force is transmitted to the air conditioner compressor by pre-shifting the gear stage of the other transmission mechanism coupled to the drive input shaft of the air conditioner compressor. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is configured as described above.   The hybrid vehicle according to any one of claims 1 to 10, wherein a drive input shaft of an air conditioner compressor capable of rotating in the forward and reverse directions is coupled to one of the rotation shafts in the first and second transmission mechanisms. A first input main shaft coupled to the engine output shaft via a first clutch;
A second input main shaft provided coaxially with the first input main shaft and coupled to the engine output shaft via a second clutch;
A drive output shaft;
A first transmission gear mechanism that selectively couples the first input main shaft to the drive output shaft via any one of a plurality of transmission gear stages;
A first sub-axis and a second sub-axis parallel to the second input main axis;
The idle axis,
A first transmission gear mechanism for transmitting the rotation of the second input main shaft to the first countershaft via the idle shaft;
A second transmission gear mechanism that selectively couples the first countershaft to the drive output shaft via any of a plurality of transmission gear stages;
A second transmission gear mechanism for transmitting the rotation of the second input main shaft to the second countershaft via the idle shaft;
A dual clutch transmission including a reverse gear stage that selectively couples the second countershaft to the first input main shaft;
An electric motor is coupled to one end of the first input main shaft;
When the engine is started from a vehicle stop state , the second clutch and the reverse gear are engaged, and the second input main shaft is rotated through the reverse gear from the first input main shaft that is reversely rotated by reverse rotation of the electric motor. The dual-clutch transmission is characterized in that the engine is driven forward and a driving force for starting the engine is applied to the engine output shaft.

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