WO2009128532A1 - ハイブリッド動力装置の制御システム - Google Patents

ハイブリッド動力装置の制御システム Download PDF

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Publication number
WO2009128532A1
WO2009128532A1 PCT/JP2009/057762 JP2009057762W WO2009128532A1 WO 2009128532 A1 WO2009128532 A1 WO 2009128532A1 JP 2009057762 W JP2009057762 W JP 2009057762W WO 2009128532 A1 WO2009128532 A1 WO 2009128532A1
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WO
WIPO (PCT)
Prior art keywords
gear
input shaft
output shaft
transmission mechanism
motor
Prior art date
Application number
PCT/JP2009/057762
Other languages
English (en)
French (fr)
Inventor
丹波　俊夫
裕一 福原
佐々木　環
佐藤　宏
雅洋 大村
Original Assignee
アイシン・エーアイ株式会社
トヨタ自動車株式会社
アイシン精機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エーアイ株式会社, トヨタ自動車株式会社, アイシン精機株式会社 filed Critical アイシン・エーアイ株式会社
Priority to EP09731686A priority Critical patent/EP2277754A4/en
Priority to CN2009801136523A priority patent/CN102007030A/zh
Priority to US12/988,188 priority patent/US20110174557A1/en
Publication of WO2009128532A1 publication Critical patent/WO2009128532A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/485—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/107—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/428—Double clutch arrangements; Dual clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0241—Adapting the ratio to special transmission conditions, e.g. shifts during warming up phase of transmission when fluid viscosity is high
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid power unit for a vehicle, and more particularly to a hybrid power unit suitable for a dual clutch type vehicle transmission for quickly increasing the temperature of the lubricating oil stored in the transmission housing when the temperature of the lubricating oil is low. It relates to the control system.
  • Japanese Patent Laid-Open No. 2005-186931 discloses a hybrid power unit using this type of dual clutch.
  • the hybrid power unit includes a first input shaft and a second input shaft, which are coaxially disposed so as to be relatively rotatable and selectively transmit engine driving force via a dual clutch, and the two input shafts.
  • a first gear transmission mechanism and a second gear transmission mechanism assembled to the first output shaft and the second output shaft, respectively, which are arranged in parallel, and a motor connected to the second output shaft and supplied with electric power.
  • a motor / generator that operates as a generator to charge a battery when the driving wheel connected to the first output shaft or the second output shaft is driven and driven by the driving wheel.
  • the temperature of the lubricating oil stored in the housing of the transmission is low and the viscosity is high immediately after starting when parked for a long time.
  • the agitation resistance increases, causing power loss and increasing the fuel consumption rate.
  • An object of the present invention is to increase the force generated between the tooth surfaces of the transmission gear meshing with each other in the gear transmission mechanism of the transmission, and the temperature of the low-temperature lubricating oil accommodated in the transmission housing by the frictional heat. Is to quickly increase the power loss to reduce power loss due to the viscosity of the lubricating oil.
  • the present invention provides a first input shaft to which the driving force of the engine is transmitted via the first friction clutch and a second input to which the driving force of the engine is transmitted via the second friction clutch.
  • a transmission housing having a shaft supported therein, a first gear transmission mechanism and a second gear transmission mechanism assembled to the first input shaft and the second input shaft, respectively, and outputs of the both gear transmission mechanisms
  • a hybrid power unit including a final output shaft coupled to a shaft, a motor generator connected to the first input shaft or the second input shaft, and a driven device connected to the final output shaft.
  • the motor / generator is operated as an electric motor, and then the first friction clutch or the second friction clutch is engaged, and the driving force of the engine is selected by the second gear transmission mechanism or the first gear transmission mechanism.
  • the present invention provides a control system for a hybrid power unit including a control unit that transmits the gear to a final output shaft via a gear train of a shift stage.
  • a first input shaft to which the driving force of the engine is transmitted via the first friction clutch and a second input shaft to which the driving force of the engine is transmitted via the second friction clutch A transmission housing that is pivotally supported therein, a first gear transmission mechanism and a second gear transmission mechanism that are respectively assembled to the first input shaft and the second input shaft, and output shafts of the two gear transmission mechanisms.
  • a hybrid power unit comprising a connected final output shaft, a motor generator connected to the first input shaft, and a driven device connected to the final output shaft, the lubrication accommodated inside the transmission housing
  • the temperature sensor for detecting the temperature of the oil and the detected temperature of the lubricating oil is equal to or lower than a predetermined lower limit value
  • a torque larger than a required torque required for driving the driven device by the first gear transmission mechanism is output from the final output.
  • a gear stage to be transmitted to the shaft is selected, and the motor / generator is operated as an electric motor in a state where the gear stage is selected, and then the second friction clutch is engaged so that the engine And a control device that transmits the driving force to the final output shaft via a gear train of a gear selected by the second gear transmission mechanism.
  • the second input in which the driving force of the engine is transmitted through the second friction clutch and the first input shaft through which the driving force of the engine is transmitted through the first friction clutch.
  • a transmission housing that supports an input shaft therein, an odd-numbered first gear transmission mechanism assembled to the first input shaft, and an even-numbered second gear transmission assembled to the second input shaft.
  • a hybrid power unit comprising a mechanism and a final output shaft coupled to each output shaft of the two-gear transmission mechanism, a motor generator connected to the first input shaft, and a driven device connected to the final output shaft
  • a temperature sensor for detecting the temperature of the lubricating oil housed in the transmission housing, and when the detected temperature of the lubricating oil is equal to or lower than a predetermined lower limit value, the first gear transmission mechanism causes the driven device to Required torque required for driving A high speed gear is selected so that a larger torque is transmitted to the final output shaft, the motor / generator is operated as an electric motor in the state where the gear is selected, and then the second friction clutch.
  • a controller that transmits the driving force of the engine to the final output shaft through a gear train of a gear stage appropriately selected by the second gear transmission mechanism.
  • the first gear transmission mechanism and the second gear transmission mechanism In the range where the output torque larger than the required torque from the driven device side is applied to the final output shaft, the fastest gear stage is selected, and the driven gear of the transmission gear pair selected according to the required torque is Since the one having the smallest possible diameter is used, the frictional heat generated between the meshing tooth surfaces of each transmission gear pair increases. For this reason, the temperature of the low-temperature lubricating oil accommodated in the transmission housing H rises rapidly, the power loss due to the stirring resistance of the lubricating oil is reduced, and the increase in the fuel consumption rate is suppressed.
  • FIG. 1 is a skeleton diagram schematically showing an embodiment of a hybrid power plant to which a control system according to the present invention is applied.
  • FIG. 2 is a skeleton diagram showing a transmission path of a driving torque applied to a final output shaft when the lubricating oil in the transmission housing shown in FIG. 1 is not more than a predetermined lower limit value.
  • FIG. 6 is a skeleton diagram showing another transmission path of drive torque applied to the final output shaft by normal control in the embodiment shown in FIG. 1.
  • a control system for a hybrid power plant according to the present invention is applied to an automatic transmission TM having six forward speeds and one reverse speed shown in FIG.
  • This automatic transmission TM is of a dual clutch type, and a first input shaft 13a and a second input shaft 13b, which are rotatably supported in parallel with each other in a transmission housing H, are respectively a first friction clutch C1 and a second friction clutch C1. It is connected to the output shaft 10a of the engine 10 via the friction clutch C2.
  • An input member of the first friction clutch C1 is coupled to a support shaft 11d of a driven gear 11b meshed with a drive gear 11a that rotates integrally with the output shaft 10a of the engine 10.
  • the input member of the second friction clutch C2 is coupled to the support shaft 11e of the driven gear 11c meshed with the drive gear 11a that rotates integrally with the output shaft 10a of the engine 10.
  • the final output shaft 14c is connected to the drive wheel 19 via a drive pinion 16a, a ring gear 16b, a differential gear 17 and an axle shaft 18.
  • the first and second friction clutches C1 and C2 constituting the dual clutch 12 become a half-clutch in the middle of the shift speed change, and one transmission torque and the other transmission torque increase or decrease in opposite directions. Then, after completion of the shift speed change, one of the friction clutches is completely engaged and its transmission torque becomes a predetermined maximum value, and the other friction clutch is completely released and its transmission torque becomes zero. Further, it is controlled by the control device 20 described later.
  • a first gear transmission mechanism SM1 having a gear switching mechanism M is provided between the first input shaft 13a and the first output shaft 14a, and a gear switching mechanism is provided between the second input shaft 13b and the second output shaft 14b.
  • a second gear transmission mechanism SM2 having M is provided.
  • the first gear transmission mechanism SM1 includes first-speed, third-speed, and fifth-speed (odd-numbered) transmission gear pairs G1, G3, G5 and a reverse gear train GB.
  • each drive gear is fixed to the first input shaft 13a, and each driven gear is rotatably supported by the first output shaft 14a.
  • first switching clutch D1 that selectively couples each to the first output shaft 14a, and the fifth transmission gear pair G5.
  • a third switching clutch D3 that is selectively connected to the first output shaft 14a is provided between the driven gears of the reverse gear train GB.
  • An idle gear is interposed between the drive gear and the driven gear of the reverse gear train GB.
  • the second gear switching mechanism SM2 includes second, fourth and sixth (even-numbered) speed gear pairs G2, G4 and G6.
  • each drive gear is fixed to the second input shaft 13b, and each driven gear is rotatably supported by the second output shaft 14b.
  • a second switching clutch D2 that is selectively connected to the second output shaft 14b, and the sixth transmission gear pair G6.
  • a fourth switching clutch D4 that selectively couples the driven gear to the second output shaft 14b is provided on one side of the driven gear.
  • Each of the switching clutches D1 to D4 has a known synchromesh mechanism, and includes a clutch hub L fixed to each of the first output shaft 14a and the second output shaft 14b, and a sleeve (operation Member) M.
  • Each sleeve M is reciprocated in the axial direction automatically or manually via the shift forks F1 to F4, and engages with an engagement member N fixed to the driven gears on both sides (or one side).
  • Each driven gear is selectively connected to the clutch hub L.
  • the control device 20 that controls the operation of the hybrid power plant according to the first embodiment includes a temperature sensor 21 that is disposed in the lower part of the housing H of the transmission TM and detects the temperature of the lubricating oil, and a final output shaft 14c.
  • the attached torque sensor 22 is connected.
  • the torque sensor 22 is provided to detect a required torque required to drive the drive wheel 19 and cause the vehicle to travel.
  • the motor / generator 15 connected to the first input shaft 13a operates under the control of the control device 20, and supplies power from a battery (not shown) during low-speed traveling or when the engine 10 has no output margin. Then, it operates as an electric motor and drives the drive wheel 19 in cooperation with the engine 10.
  • the motor / generator 15 is driven by the first input shaft 13a and operates as a generator when the engine 10 is driven from the drive wheel 19 side or when the output of the engine 10 has a margin. Function to charge.
  • the motor / generator 15 is connected to one end of the first input shaft 13a.
  • the motor / generator 15 may be connected to the second input shaft 13b.
  • the gear stage selected by the first gear transmission mechanism (The output torque transmitted to the final output shaft 14c is measured according to the speed ratio of the first speed, the third speed, or the fifth speed, and the rotational speed-torque characteristics (hereinafter referred to as motor conversion output characteristics) representing the measurement results.
  • the rotational speed-torque characteristics (hereinafter referred to as engine conversion output characteristics) representing the measurement results are stored in the form of arithmetic expressions or characteristic maps, respectively.
  • the output torque of the motor / generator 15 operating as an electric motor is greatly reduced in the low speed region as the rotational speed is increased, while the output torque of the engine 10 is greatly increased in the medium speed region and in the low speed region and the high speed region. Decrease.
  • control device 20 When the control device 20 is connected to the power source, it starts the processing of the control program of FIG. 2, reads the detection signal of the temperature sensor 21 in step 100, detects the temperature S of the lubricating oil in the transmission housing H, and At the same time, the detection signal of the torque sensor 22 is read to detect the required torque applied from the drive wheel 19 to the final output shaft 14c.
  • the temperature S of the lubricating oil detected by the temperature sensor 21 becomes lower than the lower limit value S0.
  • the lower limit value S0 of the lubricating oil temperature is set to a predetermined value in consideration of an increase in viscous resistance due to a decrease in the lubricating oil temperature. Therefore, the control device 20 compares the lubricating oil temperature S detected in step 100 in step 101 with a predetermined lower limit value S0, and when the lubricating oil temperature S is lower than the lower limit value S0, in step 101. The determination is “No” and the control program proceeds to step 102 to execute the process of engaging the first friction clutch C1 and operating the motor / generator 15 as an electric motor and rotating the first input shaft 13a. And the engagement of the first friction clutch C1 is released after the engine 10 is started.
  • the control device 20 uses the first gear transmission mechanism SM1 to change the fifth torque.
  • the third switching clutch D3 is engaged so as to complete the gear train of the transmission gear pair G5, and the motor / generator 15 is operated as an electric motor.
  • the drive wheel 19 is driven by the drive torque transmitted from the motor / generator 15 at the transmission gear ratio of the fifth transmission gear pair G5 selected by the first gear transmission mechanism SM1 to run the vehicle.
  • the vehicle speed increases as the accelerator pedal is depressed after the vehicle starts running, and the required torque from the drive wheel 19 detected by the torque sensor 22 is finally transmitted from the motor / generator 15 at the gear ratio of the fifth transmission gear pair G5.
  • the control device 20 changes the gear position of the first gear transmission mechanism SM1 from the fifth speed to the first speed based on the motor conversion output characteristics of the motor / generator 15 stored in the memory.
  • the torque transmitted to the final output shaft 14c is increased by switching to the third speed.
  • the required torque from the drive wheel 19 detected by the torque sensor 22 increases.
  • the control device 20 engages the second switching clutch D3 and engages the second friction clutch C2 so as to complete the gear train of the second transmission gear pair G2, which is the lowest gear stage of the second gear transmission mechanism SM2. Combine.
  • the driving torque of the engine 10 transmitted through the second friction clutch C2 is transmitted to the final output shaft 14c at the speed ratio of the second transmission gear pair G2.
  • the drive wheels 19 are driven by the drive torque of the engine 10 transmitted to the final output shaft 14c at the gear ratio of the second transmission gear pair G2 via the second friction clutch C2.
  • the control device 20 responds to the detection signal of the torque sensor 22 and the motor conversion output characteristics at each gear stage stored in the memory.
  • the first gear transmission mechanism SM1 and the second gear transmission mechanism SM2 provide the optimum gear position for applying the required torque of the drive wheel 19 detected by the torque sensor 22 based on the engine conversion output characteristics to the final output shaft 14c. select.
  • the third transmission gear is operated from the motor generator 15 that operates as an electric motor.
  • the driving wheel 19 is driven by the driving torque transmitted to the final output shaft 14c at the gear ratio of G5, the vehicle starts, and when the speed of the vehicle shifts to a low speed, the driving torque of the engine 10 is changed to the second friction clutch.
  • the drive wheel 19 is driven by being transmitted to the final output shaft 14c through the C2 at the gear ratio of the second transmission gear pair G2.
  • the gears of the first gear transmission mechanism SM1 and the second gear transmission mechanism SM2 are selected so that the highest gear stage is selected within a range in which an output torque larger than the required torque is applied to the final output shaft 14c. Since the driven gear of the speed change gear pair selected according to the torque is used as small as possible, the frictional heat generated between the tooth surfaces meshing with each speed change gear pair increases. For this reason, the temperature of the low-temperature lubricating oil accommodated in the transmission housing H rises rapidly, the power loss due to the stirring resistance of the lubricating oil is reduced, and the increase in the fuel consumption rate is suppressed.
  • the control device 20 is based on the motor conversion output characteristics and the engine conversion output characteristics stored in the memory, and the torque sensor 22 is used.
  • Each gear transmission mechanism selects the optimum gear stage for applying the required torque of the drive wheel 19 detected by the above to the final output shaft 14c.
  • the first gear transmission mechanism SM1 and the second gear transmission mechanism SM2 are selected.
  • a conversion output sum characteristic obtained by combining the motor conversion output characteristic and the engine conversion output characteristic is stored in the memory of the control device 20 for each of the shift speeds, and the required torque of the drive wheel 19 detected by the torque sensor 22 is stored in the final output shaft 14c.
  • the required torque required to drive the drive wheel 19 according to the traveling speed is detected by the torque sensor 22 attached to the final output shaft 14c, but the flat road occupies most of the traveling state.
  • the above-mentioned required torque is determined substantially unambiguously, so that the required torque to be applied to the final output shaft 14c may be obtained by calculation based on the detected value of the traveling speed of the vehicle.
  • step 101 when the temperature S of the lubricating oil detected by the temperature sensor 21 is higher than the lower limit value S0, the control device 20 determines “Yes” in step 101 and sets the control program to step 103. Proceed.
  • step 103 the sleeve M of the first switching clutch D1 is shifted to the right and engaged so that the first gear transmission mechanism SM1 completes the gear train of the first transmission gear pair G1, and the motor generator 15 is operated as an electric motor.
  • the drive wheel 19 is driven by the drive torque transmitted from the motor / generator 15 at the gear ratio of the first transmission gear pair G1 selected by the first gear transmission mechanism SM1, and the vehicle is caused to travel.
  • the control device 20 15 When the accelerator pedal is depressed to increase the rotational speed of the motor / generator 15 and the input torque to the first input shaft 13a is increased so that the vehicle speed is suitable for traveling at the third speed, the control device 20 15 is temporarily stopped, the sleeve M of the first switching clutch D1 of the first gear transmission mechanism SM1 is shifted to the left to switch from the first transmission gear pair G1 to the third transmission gear pair D3, and then the motor -The generator 15 is operated again as an electric motor. Thereafter, when the vehicle speed increases and the vehicle becomes suitable for traveling at the fifth speed, the control device 20 temporarily stops the power supply to the motor / generator 15, and the first switching clutch D1 of the first gear transmission mechanism SM1.
  • the sleeve M of the third switching clutch D3 is shifted to the left to switch from the third transmission gear pair G1 to the fifth transmission gear pair D5, and then the motor / generator 15 is operated again as an electric motor. Run the vehicle.
  • the control device 20 executes a process of engaging the first friction clutch C1 and operating the motor / generator 15 as an electric motor to perform the first input shaft 13a.
  • the engine 10 is started by the rotation of the motor, and then the power supply to the motor / generator 15 is stopped.
  • the driving force of the engine 10 is transmitted to the first input shaft via the first friction clutch C1.
  • the control device 20 shifts the sleeve of the first switching clutch D1 of the first gear transmission mechanism SM1 to the right to engage the first transmission gear pair G1, and simultaneously engages the first friction clutch C1.
  • the driving torque of the engine 10 is transmitted to the first input shaft 13a via the first friction clutch C1, and is transmitted to the final output shaft 14c at the gear ratio of the first transmission gear pair G1 to drive the driving wheels 19.
  • the control device 20 shifts the second switching clutch D2no sleeve of the second gear transmission mechanism SM2 to the right to shift the second transmission gear pair G2. Is engaged, then the second friction clutch C2 is engaged, and then the sleeve of the first switching clutch D1 of the first gear transmission mechanism SM1 is returned to the neutral position. As a result, the driving torque of the engine 10 is transmitted to the final output shaft 14c at the gear ratio of the second transmission gear pair G2. (See the solid arrow in FIG.
  • control device 20 selectively engages each of the transmission gear pairs of the first gear transmission mechanism SM1 and the second gear transmission mechanism SM2 in accordance with the traveling state of the vehicle, and the first friction.
  • the vehicle is driven by alternately engaging the clutch C1 and the second friction clutch C2.
  • shifting down is controlled in the reverse procedure.
  • the sleeve of the third switching clutch D3 is shifted to the left under the control of the control device 20 while the vehicle is stopped to form the reverse gear train by the reverse gear train.
  • the first friction clutch C1 is gradually engaged.
  • the driving torque of the engine 10 is transmitted to the final output shaft 14c via the reverse gear train, and the vehicle moves backward.
  • the hybrid power plant control system according to the present invention is applied to the transmission TM shown in FIG. 1 .
  • the hybrid power plant control system according to the present invention is illustrated in FIG.
  • the first and second input shafts 13a and 13b driven by the engine 10 via the first and second friction clutches C1 and C2 constituting the dual clutch 12 are coaxially arranged.
  • the first and second input shafts 13a and 13b are rotationally driven by the engine 10 by connecting the clutch cover 12a of the dual clutch 12 to the output shaft 10a of the engine 10, and the torque sensor 21 is attached to the output shaft 14. ing.
  • the output shaft 14 is connected to the final reduction gear pair 16c. 16 d, the differential gear 17 and the axle shaft 18 are connected to the drive wheel 19.
  • a first gear transmission mechanism SM1 is provided between the rear half of the first input shaft 13a protruding from the second input shaft 13b and the output shaft 14, and a second gear is provided between the second input shaft 13b and the output shaft 14.
  • a transmission mechanism SM2 is provided. These two gear transmission mechanisms SM1 and SM2 have substantially the same structure as the gear transmission mechanisms SM1 and SM2 shown in FIG.
  • the motor / generator 15 is connected to the second input shaft 13b by meshing the gear 15b fixed to the output / input shaft 15a with the drive gear of the sixth transmission gear pair G6.
  • the function of this automatic transmission is the same as the function of the automatic transmission shown in FIG. 1, and the lubrication detected by the temperature sensor 21 when the control device 20 described above executes the control program shown in FIG.
  • the first gear speed change mechanism SM1 is controlled based on the motor conversion output characteristic of the motor / generator 15 and the engine conversion output characteristic of the engine 10 stored in the memory of the control device 20.
  • Each gear stage of the second gear transmission mechanism SM2 is selected. Thereby, the output torque sufficiently larger than the required torque on the drive wheel 19 side detected by the torque sensor 22 is applied to the final output shaft 14 as the drive torque of the motor / generator 15 that operates as an electric motor and the drive torque of the engine 10. The wheel 19 is driven.
  • DESCRIPTION OF SYMBOLS 10 ... Engine, 12 ... Dual clutch, 13a ... 1st input shaft, 13b ... 2nd input shaft, 14, 14a, 14b ... Output shaft (1st output shaft, 2nd output shaft), 15 ... Motor generator), DESCRIPTION OF SYMBOLS 19 ... Drive wheel, 20 ... Control apparatus, 21 ... Temperature sensor, 22 ... Torque sensor, C1 ... 1st friction clutch, C2 ... 2nd friction clutch, SM1 ... 1st gear transmission mechanism, SM2 ... 2nd gear transmission mechanism.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Arrangement Of Transmissions (AREA)
  • Structure Of Transmissions (AREA)

Abstract

エンジンの駆動力が第１摩擦クラッチを介して伝達される第１入力軸と同エンジンの駆動力が第２摩擦クラッチを介して伝達される第２入力軸と、前記第１入力軸と第２入力軸とにそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、前記両歯車変速機構の各出力軸に連結した最終出力軸とを備えて、前記第１入力軸又は第２入力軸にモータ・ジェネレータを接続したハイブリッド動力装置において、 変速機用ハウジングの内部に収容した潤滑油の検出温度が所定の下限値以下のとき、前記第１歯車変速機構又は第２歯車変速機構にて要求トルクより大きいトルクが最終出力軸に伝達されるようにする歯車列の変速段を選択した状態にて前記モータ・ジェネレータを電動機として作動させ、その後に前記第１摩擦クラッチ又は第２摩擦クラッチを係合させて前記エンジンの駆動力が前記第２歯車変速機構又は第１歯車変速機構にて選択された変速段の歯車列を介して前記最終出力軸に伝達されるようにする。

Description

ハイブリッド動力装置の制御システム
　本発明は車両用ハイブリッド動力装置、特にデュアルクラッチ式車両用変速機に適したハイブリッド動力装置において変速用ハウジング内に収容した潤滑油の温度が低いときに同潤滑油の温度を速やかに高めるための制御システムに関する。
　特開２００５－１８６９３１号公報においては、この種のデュアルクラッチを使用したハイブリッド動力装置が開示されている。　このハイブリッド動力装置は、同軸的に相対回転可能に配置されてエンジンの駆動力をデュアルクラッチを介して選択的に伝達される第１入力軸と第２入力軸と、これら２本の入力軸と平行に配置された第１出力軸と第２出力軸にそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、第２出力軸に連結されて電力を供給されると電動機として作動して前記第１出力軸又は第２出力軸に連結された駆動車輪を駆動し逆に同駆動車輪によって駆動されたとき発電機として作動してバッテリを充電するモータ・ジェネレータを備えている。
　特開２００５－１８６９３１号公報
発明の解決課題
　上記のハイブリッド動力装置を採用した変速機を搭載した車両においては、長時間駐車したとき始動直後には当該変速機のハウジング内に収容した潤滑油の温度が低くて粘性が高いため、潤滑油の撹拌抵抗が大きくなって動力損失を生じ、燃料消費率が増加するという問題がある。
　本発明の目的は、当該変速機の歯車変速機構にて互いに噛合する変速ギヤの歯面の間に生じる力を増大させ、その摩擦熱により変速機ハウジング内に収容された低温の潤滑油の温度を速やかに上昇させて、潤滑油の粘性に起因する動力損失を低減させることにある。
　この目的を達成するため、本発明は、エンジンの駆動力が第１摩擦クラッチを介して伝達される第１入力軸と同エンジンの駆動力が第２摩擦クラッチを介して伝達される第２入力軸をその内部に軸支した変速機用ハウジングと、前記第１入力軸と第２入力軸にそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、前記両歯車変速機構の各出力軸に連結した最終出力軸とを備えて、前記第１入力軸又は第２入力軸にモータ・ジェネレータを接続し、前記最終出力軸に被駆動装置を接続したハイブリッド動力装置において、前記変速機用ハウジングの内部に収容した潤滑油の温度を検出する温度センサと、前記潤滑油の検出温度が所定の下限値以下のとき、前記モータ・ジェネレータを接続した前記入力軸に組付けた第１歯車変速機構又は第２歯車変速機構にて前記被駆動装置の駆動に要する要求トルクより大きいトルクが前記最終出力軸に伝達されるようにする歯車列の変速段を選択し、同変速段を選択した状態にて前記モータ・ジェネレータを電動機として作動させ、その後に前記第１摩擦クラッチ又は第２摩擦クラッチを係合させて前記エンジンの駆動力が前記第２歯車変速機構又は第１歯車変速機構にて選択された変速段の歯車列を介して前記最終出力軸に伝達されるようにする制御装置とを備えるハイブリッド動力装置の制御システムを提供するものである。
　本発明の一実施形態においては、エンジンの駆動力が第１摩擦クラッチを介して伝達される第１入力軸と同エンジンの駆動力が第２摩擦クラッチを介して伝達される第２入力軸をその内部に軸支した変速機用ハウジングと、前記第１入力軸と第２入力軸にそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、前記両歯車変速機構の各出力軸に連結した最終出力軸とを備えて、前記第１入力軸にモータ・ジェネレータを接続し、前記最終出力軸に被駆動装置を接続したハイブリッド動力装置において、前記変速機用ハウジングの内部に収容した潤滑油の温度を検出する温度センサと、前記潤滑油の検出温度が所定の下限値以下のとき、前記第１歯車変速機構にて前記被駆動装置の駆動に要する要求トルクより大きいトルクが前記最終出力軸に伝達されるようにする歯車列の変速段を選択し、同変速段を選択した状態にて前記モータ・ジェネレータを電動機として作動させ、その後に前記第２摩擦クラッチを係合させて前記エンジンの駆動力が前記第２歯車変速機構にて選択された変速段の歯車列を介して前記最終出力軸に伝達されるようにする制御装置とを備えるハイブリッド動力装置の制御システムが提供される。
　また、本発明の他の実施形態においては、エンジンの駆動力が第１摩擦クラッチを介して伝達される第１入力軸と同エンジンの駆動力が第２摩擦クラッチを介して伝達される第２入力軸をその内部に軸支した変速機用ハウジングと、前記第１入力軸に組付けた奇数段の第１歯車変速機構と、前記第２入力軸に組付けた偶数段の第２歯車変速機構と、前記両歯車変速機構の各出力軸に連結した最終出力軸とを備えて、前記第１入力軸にモータ・ジェネレータを接続し、前記最終出力軸に被駆動装置を接続したハイブリッド動力装置において、前記変速機用ハウジングの内部に収容した潤滑油の温度を検出する温度センサと、前記潤滑油の検出温度が所定の下限値以下のとき、前記第１歯車変速機構にて前記被駆動装置の駆動に要する要求トルクより大きいトルクが前記最終出力軸に伝達されるようにする高速用の変速段を選択し、同変速段を選択した状態にて前記モータ・ジェネレータを電動機として作動させ、その後に前記第２摩擦クラッチを係合させて前記エンジンの駆動力が前記第２歯車変速機構にて適宜に選択された変速段の歯車列を介して前記最終出力軸に伝達されるようにする制御装置とを備えるハイブリッド動力装置の制御システムが提供される。
　上記のように構成したハイブリッド動力装置の制御システムによれば、変速機用ハウジング内に収容した潤滑油の温度が所定の下限値以下に低下したとき、第１歯車変速機構と第２歯車変速機構にて被駆動装置側からの要求トルクより大きい出力トルクを最終出力軸に与える範囲において、最も高速側の変速段が選択されて、要求トルクに応じて選択された変速ギヤ対の被駆動ギヤが可能な限り小径のものが使用されるので、各変速ギヤ対の互いに噛合する歯面の間に生じる摩擦熱が大きくなる。このため、変速機ハウジングＨ内に収容された低温の潤滑油の温度が速やかに上昇して、潤滑油の撹拌抵抗による動力損失が低減し、燃料消費率の増大が抑制される。
本発明による制御システムが適用されるハイブリッド動力装置の実施形態を概略的に示すスケルトン図。 図１に示した制御装置により実行される制御プログラムを示すフローチャート。 図１に示した変速機ハウジング内の潤滑油が所定の下限値以下のとき最終出力軸に付与される駆動トルクの伝達経路を示すスケルトン図。 図１に示した実施形態において通常制御によって最終出力軸に付与される駆動トルクの伝達経路を示すスケルトン図。 図１に示した実施形態において通常制御によって最終出力軸に付与される駆動トルクの別の伝達経路を示すスケルトン図。 本発明による制御システムが適用されるハイブリッド動力装置の他の実施形態を概略的に示すスケルトン図。
発明の最良な実施形態
　以下に、図１～図４を参照して本発明によるハイブリッド動力装置の第１実施形態の説明をする。この第１実施形態においては、本発明によるハイブリッド動力装置の制御システムが図１に示す前進６段、後進１段の自動変速機ＴＭに適用されている。
　この自動変速機ＴＭはデュアルクラッチ式のもので、変速機用ハウジングＨ内に互いに平行に回転自在に支持された第１入力軸１３ａと第２入力軸１３ｂがそれぞれ第１摩擦クラッチＣ１と第２摩擦クラッチＣ２を介してエンジン１０の出力軸１０aに接続されている。第１摩擦クラッチＣ１の入力部材は、エンジン１０の出力軸１０aと一体に回転する駆動ギヤ１１aに噛合された被駆動ギヤ１１ｂの支持軸１１ｄに結合されている。同様に、第２摩擦クラッチＣ２の入力部材は、エンジン１０の出力軸１０aと一体に回転する駆動ギヤ１１aに噛合された被駆動ギヤ１１ｃの支持軸１１eに結合されている。第１入力軸１３aと第２入力軸１３ｂにそれぞれ平行に配置した第１出力軸１４aと第２出力軸１４ｂは、最終出力軸１４ｃに設けた被駆動ギヤ１４ｆに噛合された駆動ギヤ１４ｄと１４ｅを介して同最終出力軸１４ｃに連結されている。最終出力軸１４ｃは、ドライブピニオン１６ａ、リングギヤ１６ｂ、デファレンシャルギヤ１７及びアクスルシャフト１８を介して駆動車輪１９に連結されている。
　デュアルクラッチ１２を構成する第１及び第２摩擦クラッチＣ１，Ｃ２は、正常な作動状態では、変速段の切換え途中は半クラッチとなって一方の伝達トルクと他方の伝達トルクが互いに逆向きに増減し、変速段の切換え完了後は何れか一方の摩擦クラッチが完全に係合されてその伝達トルクが所定の最大値となり、他方の摩擦クラッチが完全に解除されてその伝達トルクが０となるように、後述する制御装置２０により制御される。
　第１入力軸１３ａと第１出力軸１４ａの間には歯車切換機構Ｍを備えた第１歯車変速機構ＳＭ１が設けられ、第２入力軸１３ｂと第２出力軸１４ｂの間には歯車切換機構Ｍを備えた第２歯車変速機構ＳＭ２が設けられている。第１歯車変速機構ＳＭ１は、第１速段、第３速段及び第５速段（奇数段）の各変速ギヤ対Ｇ１，Ｇ３，Ｇ５並びに後進段の後進ギヤ列ＧＢを備えている。これらの変速ギヤ対Ｇ１，Ｇ３，Ｇ５及び後進ギヤ列ＧＢは、それぞれの各駆動ギヤが第１入力軸１３ａに固定され、各被駆動ギヤが第１出力軸１４ａに回転自在に支持されている。第１変速ギヤ対Ｇ１と第３変速ギヤ対Ｇ３の各被駆動ギヤの間にはそれぞれを選択的に第１出力軸１４ａに連結する第１切換クラッチＤ１が設けられ、第５変速ギヤ対Ｇ５と後進ギヤ列ＧＢの各被動ギヤの間にはそれぞれを選択的に第１出力軸１４ａに連結する第３切換クラッチＤ３が設けられている。後進ギヤ列ＧＢの駆動ギヤと被駆動ギヤの間にはアイドルギヤが介在されている。
　第２歯車切換機構ＳＭ２は、第２速段、第４速段及び第６速段（偶数段）の変速ギヤ対Ｇ２，Ｇ４，Ｇ６を備えている。これら変速ギヤ対Ｇ２，Ｇ４，Ｇ６は、それぞれの各駆動ギヤが第２入力軸１３ｂに固定され、各被駆動ギヤが第２出力軸１４ｂに回転自在に支持されている。第２変速ギヤ対Ｇ２と第４変速ギヤ対Ｇ４の各被駆動ギヤの間にはそれぞれを選択的に第２出力軸１４ｂに連結する第２切換クラッチＤ２が設けられ、第６変速ギヤ対Ｇ６の被駆動ギヤの一側にはそれを選択的に第２出力軸１４ｂに連結する第４切換クラッチＤ４が設けられている。
　各切換クラッチＤ１～Ｄ４は、周知のシンクロメッシュ機構よりなるもので、第１出力軸１４aと第２出力軸１４ｂにそれぞれ固定されたクラッチハブＬと、その外周にスプライン係合されたスリーブ（操作部材）Ｍを備えている。各スリーブＭは、シフトフォークＦ１～Ｆ４を介して、自動的に或いは手動により軸線方向に往復動されて両側（または片側）の被駆動ギヤに固定された係合部材Ｎに係合することにより、各被駆動ギヤをクラッチハブＬに選択的に連結するものである。
　この第１実施形態におけるハイブリッド動力装置の作動を制御する制御装置２０には、変速機ＴＭのハウジングＨ内の下部に配置されて潤滑油の温度を検出する温度センサ２１と、最終出力軸１４ｃに取付けたトルクセンサ２２が接続されている。トルクセンサ２２は、駆動車輪１９を駆動して当該車両を走行させるのに要する要求トルクを検出するために設けられている。
　第１入力軸１３ａに連結したモータ・ジェネレータ１５は、制御装置２０の制御下にて作動するもので、低速走行時又はエンジン１０に出力の余裕がない状態ではバッテリ（図示しない）から電力を供給されて電動機として作動し、エンジン１０と協働して駆動車輪１９を駆動する。　また、このモータ・ジェネレータ１５は、駆動車輪１９側からエンジン１０が駆動される状態、或いはエンジン１０の出力に余裕がある状態では、第１入力軸１３ａにより駆動されて発電機として作動し、バッテリを充電するように機能する。なお、この実施形態においては、上記のモータ・ジェネレータ１５を第１入力軸１３ａの一端に連結したが、これに代えて第２入力軸１３ｂに連結してもよい。
　この実施形態における制御装置２０のメモリ（ＲＯＭ）には、モータ・ジェネレータ１５に最大電流を付与して同モータ・ジェネレータを電動機として作動させたとき第１歯車変速機構にて選択された変速段（第１速、第３速又は第５速）の変速比に応じて最終出力軸１４ｃに伝達される出力トルクを測定してその測定結果を表す回転速度―トルク特性（以下、モータ変換出力特性という）と、エンジン１０の作動により第２歯車変速機構ＳＭにて選択された変速段（第２速、第４速又は第６速）の変速比に応じて最終出力軸１４ｃに伝達される出力トルクを測定してその測定結果を表す回転速度―トルク特性（以下、エンジン変換出力特性という。）をそれぞれ演算式又は特性マップの形態で記憶させてある。この場合、電動機として作動するモータ・ジェネレータ１５の出力トルクは低速領域にて大きく回転速度の増大に応じて減少し、一方エンジン１０の出力トルクは中速領域にて大きく低速領域と高速領域にて減少する。
　以下に、図２に示した制御プログラムと図３～図５に示した作動モードを参照して、上述したハイブリッド動力装置を適用した車両用変速機の作動を説明する。
　制御装置２０は電源に接続されると図２の制御プログラムの処理を開始してステップ１００にて温度センサ２１の検出信号を読取って変速機ハウジングＨ内の潤滑油の温度Ｓを検出し、それと同時にトルクセンサ２２の検出信号を読取って駆動車輪１９から最終出力軸１４ｃに加わっている要求トルクを検出する。エンジン１０が停止した状態にて時間の経過により潤滑油の温度が低下してその粘度が高くなった時には、温度センサ２１により検出される潤滑油の温度Ｓが下限値Ｓ０より低くなる。この場合、潤滑油の温度の下限値Ｓ０は潤滑油の温度低下による粘性抵抗の増大を考慮して所定の値に定めてある。しかして、制御装置２０はステップ１０１にてステップ１００にて検出した潤滑油の温度Ｓを所定の下限値Ｓ０と比較して、潤滑油の温度Ｓが下限値Ｓ０より低いときには、ステップ１０１にて“Ｎｏ”と判定して制御プログラムをステップ１０２に進めて、第１摩擦クラッチＣ１を係合させるとともにモータ・ジェネレータ１５を電動機として作動させる処理を実行して第１入力軸１３ａの回転によりエンジン１０を始動させ、同エンジン１０の始動後に第１摩擦クラッチＣ１の係合を解除させる。この状態にて、駆動車輪１９を駆動して当該車両を発進させるのに要する要求トルクが最終出力軸１４ｃに伝達されるようにするため、制御装置２０は第１歯車変速機構ＳＭ１にて第５変速ギヤ対Ｇ５の歯車列を完成させるように第３切換クラッチＤ３を係合させるとともにモータ・ジェネレ－タ１５を電動機として作動させる。これにより、駆動車輪１９は第１歯車変速機構ＳＭ１にて選択された第５変速ギヤ対Ｇ５の変速比にてモータ・ジェネレータ１５から伝達される駆動トルクにより駆動されて当該車両を走行させる。
　車両が走行を開始してからアクセルペダルの踏込みにより車速が増大してトルクセンサ２２により検出される駆動車輪１９からの要求トルクが第５変速ギヤ対Ｇ５の変速比にてモータ・ジェネレータ１５から最終出力軸１４ｃに付与される駆動トルクより大きくなると、制御装置２０はそのメモリに記憶させたモータ・ジェネレータ１５のモータ変換出力特性に基づいて第１歯車変速機構ＳＭ１の変速段を第５速から第３速に切換えて最終出力軸１４ｃに伝達されるトルクを増大させる。引き続き車速を高めるためにアクセルペダルの踏込まれると、トルクセンサ２２により検出される駆動車輪１９からの要求トルクが増大する。このとき、制御装置２０は第２歯車変速機構ＳＭ２の最低変速段である第２変速ギヤ対Ｇ２の歯車列を完成させるように第２切換クラッチＤ３を係合させるとともに第２摩擦クラッチＣ２を係合させる。これにより、第２摩擦クラッチＣ２を介して伝達されるエンジン１０の駆動トルクが第２変速ギヤ対Ｇ２の変速比にて最終出力軸１４ｃに伝達される。この状態にては、図３にて破線と実線により示したように、電動機として作動するモータ・ジェネレータ１５から第３変速ギヤ対Ｇ５の変速比にて最終出力軸１４ｃに伝達される駆動トルクと第２摩擦クラッチＣ２を介して第２変速ギヤ対Ｇ２の変速比にて最終出力軸１４ｃに伝達されるエンジン１０の駆動トルクによって駆動車輪１９が駆動される。このような作動状態にてアクセルペダルの踏込みにより車両の走行速度を高めると、制御装置２０は、トルクセンサ２２の検出信号に応答して、そのメモリに記憶させた各変速段におけるモータ変換出力特性とエンジン変換出力特性に基づいてトルクセンサ２２により検出される駆動車輪１９の要求トルクを最終出力軸１４ｃに与えるのに最適な変速段を第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２にて選択する。
　上述したように、車両の発進時に温度センサ２１により検出される変速機ハウジングＨ内の潤滑油の温度Ｓが所定の下限値Ｓ０より低いときには、電動機として作動するモータ・ジェネレータ１５から第３変速ギヤ対Ｇ５の変速比にて最終出力軸１４ｃに伝達される駆動トルクによって駆動車輪１９が駆動されて車両が発進し、同車両の速度が低速に移行した時にエンジン１０の駆動トルクが第２摩擦クラッチＣ２を介して第２変速ギヤ対Ｇ２の変速比にて最終出力軸１４ｃに伝達されて駆動車輪１９が駆動される。この場合、第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各変速段は、要求トルクより大きい出力トルクを最終出力軸１４ｃに与える範囲において、最も高速側の変速段が選択されて、要求トルクに応じて選択された変速ギヤ対の被駆動ギヤが可能な限り小径のものが使用されるので、各変速ギヤ対の互いに噛合する歯面の間に生じる摩擦熱が大きくなる。このため、変速機ハウジングＨ内に収容された低温の潤滑油の温度が速やかに上昇して、潤滑油の撹拌抵抗による動力損失が低減し、燃料消費率の増大が抑制される。
　上述した第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各変速段の切換え制御においては、制御装置２０がそのメモリに記憶されたモータ変換出力特性とエンジン変換出力特性に基づいてトルクセンサ２２により検出される駆動車輪１９の要求トルクを最終出力軸１４ｃに与えるのに最適な変速段を各歯車変速機構にて選択するようにしたが、第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各変速段についてモータ変換出力特性とエンジン変換出力特性を合わせた変換出力和特性を制御装置２０のメモリに記憶させて、トルクセンサ２２により検出される駆動車輪１９の要求トルクを最終出力軸１４ｃに与えるのに最適な変速段を前記記憶させた変換出力和特性に基づいて選択するようにしてもよい。なお、この実施形態においては、駆動車輪１９を走行速度に応じて駆動させるのに要する要求トルクを最終出力軸１４ｃに取付けたトルクセンサ２２により検出したが、走行状態の大部分を占める平坦な道路上の走行では、上記の要求トルクは略一義的に定まるので、当該車両の走行速度を検出してその検出値に基づいて最終出力軸１４ｃに付与すべき要求トルクを演算により求めてもよい。
　図２の制御プログラムの処理において、温度センサ２１により検出される潤滑油の温度Ｓが下限値Ｓ０より高いときには、制御装置２０はステップ１０１にて“Ｙｅｓ”と判定して制御プログラムをステップ１０３に進める。ステップ１０３の処理においては、第１歯車変速機構ＳＭ１にて第１変速ギヤ対Ｇ１の歯車列を完成させるように第１切換クラッチＤ１のスリーブＭを右にシフトさせて係合させるとともにモータ・ジェネレータ１５を電動機として作動させる。これにより、駆動車輪１９は第１歯車変速機構ＳＭ１にて選択された第１変速ギヤ対Ｇ１の変速比にてモータ・ジェネレータ１５から伝達される駆動トルクにより駆動されて当該車両を走行させる。アクセルペダルの踏込みによりモータ・ジェネレータ１５の回転速度が高まって第１入力軸１３ａへの入力トルクが増大し車両の速度が第３速での走行に適した状態なると、制御装置２０はモータ・ジェネレータ１５への給電を一旦停止して、第１歯車変速機構ＳＭ１の第１切換クラッチＤ１のスリーブＭを左にシフトさせて第１変速ギヤ対Ｇ１から第３変速ギヤ対Ｄ３に切換え、その後にモータ・ジェネレータ１５を再び電動機として作動させる。その後は、車速の増大により第５速での走行に適した状態になれば、制御装置２０はモータ・ジェネレータ１５への給電を一旦停止して、第１歯車変速機構ＳＭ１の第１切換クラッチＤ１を中立位置に戻してから第３切換クラッチＤ３のスリーブＭを左にシフトさせて第３変速ギヤ対Ｇ１から第５変速ギヤ対Ｄ５に切換え、その後にモータ・ジェネレータ１５を再び電動機として作動させて車両を走行させる。
　電動機として作動するモータ・ジェネレータ１５の駆動力により車速が上昇すると、制御装置２０は第１摩擦クラッチＣ１を係合させるとともにモータ・ジェネレータ１５を電動機として作動させる処理を実行して第１入力軸１３ａの回転によりエンジン１０を始動させ、その後にモータ・ジェネレータ１５への通電を停止する。これにより、エンジン１０の駆動力が第１摩擦クラッチＣ１を介して第１入力軸に伝達される状態になる。しかして、制御装置２０は第１歯車変速機構ＳＭ１の第１切換クラッチＤ１のスリーブを右にシフトさせて第１変速ギヤ対Ｇ１を係合させ、それと同時に第１摩擦クラッチＣ１を係合させる。かくして、エンジン１０の駆動トルクが第１摩擦クラッチＣ１を介して第１入力軸１３ａに伝達されて、第１変速ギヤ対Ｇ１の変速比にて最終出力軸１４ｃに伝達され、駆動車輪１９を駆動する。
　アクセルペダルの踏込みにより車速が第２速での走行に適した状態になると、制御装置２０は、第２歯車変速機構ＳＭ２の第２切換クラッチＤ２ｎｏスリーブを右にシフトさせて第２変速ギヤ対Ｇ２を係合させてから第２摩擦クラッチＣ２を係合させ、次いで第１歯車変速機構ＳＭ１の第１切換クラッチＤ１のスリーブを中立位置に戻す。これにより、エンジン１０の駆動トルクが第２変速ギヤ対Ｇ２の変速比にて最終出力軸１４ｃに伝達される。（図５の実線矢印参照）以下、制御装置２０は車両の走行状態に応じて第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各変速ギヤ対を選択的に係合させると共に第１摩擦クラッチＣ１と第２摩擦クラッチＣ２を交互に係合させて、車両を走行させる。
　なお、変速のシフトダウンは上記と逆の手順で制御される。また、後進の場合は、車両が停止している状態にて、制御装置２０の制御下にて第３切換クラッチＤ３のスリーブが左にシフトされて後進ギヤ列による後進段を形成され、、アクセルペダルの踏込みによりエンジン１０の回転速度が増大すると第１摩擦クラッチＣ１が徐々に係合される。これにより、エンジン１０の駆動トルクが後進ギヤ列を介して最終出力軸１４ｃに伝達され、車両が後進する。
　上述した実施形態においては、図１に示した変速機ＴＭに本発明によるハイブリッド動力装置の制御システムを適用した例について説明したが、本発明によるハイブリッド動力装置の制御システムは、図６に示したデュアルクラッチ式の自動変速機に適用してもよい。この自動変速機においては、デュアルクラッチ１２を構成する第１及び第２摩擦クラッチＣ１，Ｃ２を介してエンジン１０により駆動される第１及び第２入力軸１３ａ，１３ｂが互いに同軸的に配置された二重軸であり、図１に示した自動変速機ＴＭにおける出力ギヤ１４ｄ，１４ｅ，１４ｆにより連結された３本の出力軸１４ａ，１４ｂ，１４ｃ及びギヤ１４ｄ～１４ｆが１本の出力軸１４にまとめられている。なお、第１及び第２入力軸１３ａ，１３ｂは、デュアルクラッチ１２のクラッチカバー１２ａをエンジン１０の出力軸１０ａに連結することによりエンジン１０により回転駆動され、トルクセンサ２１は出力軸１４に取付けられている。出力軸１４は最終減速ギヤ対１６ｃ．１６ｄ、デファレンシャルギヤ１７及びアクスルシャフト１８を介して駆動車輪１９に連結されている。第２入力軸１３ｂから突出する第１入力軸１３ａの後半部と出力軸１４の間には第１歯車変速機構ＳＭ１が設けられ、第２入力軸１３ｂと出力軸１４の間には第２歯車変速機構ＳＭ２が設けられている。これらの両歯車変速機構ＳＭ１，ＳＭ２は図１に示す歯車変速機構ＳＭ１，ＳＭ２と実質的に同一構造である。モータ・ジェネレータ１５は、その出入力軸１５ａに固定されたギヤ１５ｂを第６変速ギヤ対Ｇ６の駆動ギヤに噛合することにより、第２入力軸１３ｂに連結されている。
　この自動変速機の機能は、図１に示した自動変速機の機能と同じであり、上述した制御装置２０が図２に示した制御プログラムを実行することにより、温度センサ２１により検出される潤滑油の温度Sが下限値S0以下の場合には、制御装置２０がそのメモリに記憶させたモータ・ジェネレータ１５のモータ変換出力特性とエンジン１０のエンジン変換出力特性に基づき第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各変速段を選択する。これにより、トルクセンサ２２により検出される駆動車輪１９側の要求トルクより充分大きな出力トルクが電動機として作動するモータ・ジェネレータ１５の駆動トルクとエンジン１０の駆動トルクが最終出力軸１４に与えられ、駆動車輪１９が駆動される。
１０…エンジン、１２…デュアルクラッチ、１３ａ…第１入力軸、１３ｂ…第２入力軸、１４，１４ａ，１４ｂ…出力軸（第１出力軸、第２出力軸）、１５…モータ・ジェネレータ）、１９…駆動車輪、２０…制御装置、２１…温度センサ、２２…トルクセンサ、Ｃ１…第１摩擦クラッチ、Ｃ２…第２摩擦クラッチ、ＳＭ１…第１歯車変速機構、ＳＭ２…第２歯車変速機構。

Claims (1)

  1. エンジンの駆動力が第１摩擦クラッチを介して伝達される
    第１入力軸と同エンジンの駆動力が第２摩擦クラッチを介して伝達される第２入力軸をその内部に軸支した変速機用ハウジングと、前記第１入力軸と第２入力軸にそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、前記両歯車変速機構の各出力軸に連結した最終出力軸とを備えて、前記第１入力軸又は第２入力軸にモータ・ジェネレータを接続し、前記最終出力軸に被駆動装置を接続したハイブリッド動力装置と、
    　　前記変速機用ハウジングの内部に収容した潤滑油の温度を検出する温度センサと、
    　　　前記潤滑油の検出温度が所定の下限値以下のとき、前記モータ・ジェネレータを接続した前記入力軸に組付けた第１歯車変速機構又は第２歯車変速機構にて前記被駆動装置の駆動に要する要求トルクより大きいトルクが前記最終出力軸に伝達されるようにする歯車列の変速段を選択し、同変速段を選択した状態にて前記モータ・ジェネレータを電動機として作動させ、その後に前記第１摩擦クラッチ又は第２摩擦クラッチを係合させて前記エンジンの駆動力が前記第２歯車変速機構又は第１歯車変速機構にて選択された変速段の歯車列を介して前記最終出力軸に伝達されるようにする制御装置とを備えるハイブリッド動力装置の制御システム。
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