WO2014115881A1 - ハイブリッド車両 - Google Patents
ハイブリッド車両 Download PDFInfo
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- WO2014115881A1 WO2014115881A1 PCT/JP2014/051718 JP2014051718W WO2014115881A1 WO 2014115881 A1 WO2014115881 A1 WO 2014115881A1 JP 2014051718 W JP2014051718 W JP 2014051718W WO 2014115881 A1 WO2014115881 A1 WO 2014115881A1
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- gear
- speed
- input shaft
- transmission
- vehicle
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Classifications
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- 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
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- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- 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
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- 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
- B60K6/42—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 the architecture of the hybrid electric vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
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- 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
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- 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
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- 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
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- 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
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- Y10S903/93—Conjoint control of different elements
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- 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
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Definitions
- the present invention relates to a hybrid vehicle including a dual clutch transmission.
- a dual clutch is provided with gear trains between the first input shaft and the output system and between the second input shaft and the output system, and selectively connects one of the two input shafts to the internal combustion engine.
- a type of transmission is known. Further, such a dual clutch type transmission is mounted, and an electric motor is connected to each input shaft, and gears corresponding to the first speed, the third speed, and the fifth speed are provided between one input shaft and the output system.
- a hybrid vehicle in which a train is provided and a gear train corresponding to the second speed, the fourth speed, and the sixth speed is provided between the other input shaft and the output system (see Patent Document 1).
- Patent Documents 2 and 3 exist as prior art documents related to the present invention.
- an object of the present invention is to provide a hybrid vehicle that can reduce the cost of the vehicle.
- the hybrid vehicle of the present invention includes an internal combustion engine, a first input shaft connected to the internal combustion engine via a first clutch, and an input system connected to the internal combustion engine via a second clutch. And an output system connected to the drive wheels so as to be able to transmit power, a portion interposed between the first input shaft and the output system, and the rest between the second input shaft and the output system.
- 4n + 2 sets (where n is an integer equal to or greater than 1) of gear trains that are interposed and corresponding to different forward speeds with different gear ratios and adjacent to each other among the 4n + 2 gear trains
- a plurality of coupling mechanisms that are provided between a pair of gear trains arranged to selectively establish rotation transmission by any one of the pair of gear trains.
- a hybrid equipped with a transmission is an internal combustion engine, a first input shaft connected to the internal combustion engine via a first clutch, and an input system connected to the internal combustion engine via a second clutch.
- an output system connected to the drive wheels so as to be able to transmit power, a portion
- 2n + 2 gear trains are interposed between the first input shaft and the output system, and 2n gear trains are the second input shaft and the output system.
- an electric motor provided to output power to the second input shaft or the output system.
- the number of gear trains interposed between the first input shaft and the output system and the number of gear trains interposed between the second input shaft and the output system are both even numbers. Therefore, it is not necessary to provide one coupling mechanism for one gear train. In this case, since the number of coupling mechanisms can be reduced, the cost of the vehicle can be reduced.
- only one gear train group that constitutes adjacent gears may be provided between the first input shaft and the output system.
- a gear train group that constitutes adjacent gears is not provided between the second input shaft and the output system.
- Only one gear train group is provided between the first input shaft and the output system. Therefore, when performing a shift other than between the gear stages of the gear train group, by appropriately controlling the first clutch and the second clutch, it is possible to suppress so-called torque loss during a period in which the drive wheels are not driven during the shift. Then, when shifting between the gear stages of the gear train group, driving of the driving wheels can be assisted by the electric motor. Therefore, also in this case, torque loss can be suppressed.
- the assist by the electric motor may be performed at the time of shifting between the gear stages of the gear train group, the assist by the electric motor can be minimized.
- the 4n + 2 sets of gear trains include a gear train corresponding to a specific even gear that is one of the even gears, and an odd gear or one gear on the low speed side of the specific even gear.
- a gear train corresponding to a specific odd-numbered stage that is one of the odd-numbered stages on the high-speed side is interposed between the first input shaft and the output system, and other than the specific even-numbered stage and the specific odd-numbered stage.
- the number of gear trains interposed between the first input shaft and the output system and the number of gear trains interposed between the second input shaft and the output system are the gear trains corresponding to the remaining gear positions. May be interposed between the input system and the output system so that both are even numbers.
- the specific even number stage and the specific odd number stage are interposed between the first input shaft and the output system.
- the electric motor is provided so that power can be output to the second input shaft or the output system. Therefore, when shifting between a specific even number stage and a specific odd number stage, it is possible to assist the driving wheels with the power output from the electric motor.
- the control means for controlling the electric motor so as to suppress fluctuations in power transmitted to the drive wheels during the shift May be further provided. According to this aspect, it is possible to suppress a sudden change in the speed of the vehicle when shifting between the specific even stages and the specific odd stages. Therefore, it is possible to suppress a shock at the time of shifting.
- the specific even stage is the highest stage among the shift stages of the transmission
- the specific odd stage is an odd stage on the low speed side of the highest stage
- the specific even stage and the specific odd stage When it is determined that a change in power transmitted to the drive wheel cannot be suppressed by the electric motor when a shift from one to the other is requested, a shift prohibiting means for prohibiting the shift is provided. Also good. By prohibiting the shift in this way, it is possible to suppress a sudden change in the vehicle speed. Therefore, it is possible to suppress a shock at the time of shifting.
- the transmission corresponds to a gear train corresponding to an odd gear of the 4n + 2 sets of gear trains and a specific even gear which is one of even gears of 4th speed or higher.
- a gear train intervening between the first input shaft and the output system, and a gear train corresponding to the remaining even stages other than the specific even stage is between the second input shaft and the output system.
- the driving force of the vehicle at the time of the shift down is determined.
- the shift speed of the transmission is switched from the specific even speed to the lower speed shift speed while driving the drive wheels by the electric motor, and the vehicle at the time of the shift down
- the shift stage of the transmission is determined while controlling the second clutch so that the power of the internal combustion engine is transmitted to the second input shaft.
- a shift control means for switching from the even-numbered stage to the two-stage low speed side may be further provided.
- the transmission gear stage is specified evenly while controlling the second clutch so that the power of the internal combustion engine is transmitted to the second input shaft. Switch from the first gear to the second gear.
- the gear train of the second speed stage is arranged between the second input shaft and the output system. Therefore, power transmission between the first input shaft and the output system is established by a specific even number of gear trains, while power transmission between the second input shaft and the output system is performed by a gear train of the two-stage low speed side gear stage. Can be established. Therefore, the period during which torque loss occurs can be eliminated by switching the transmission to the two-stage low-speed side in this way. Therefore, it is possible to suppress a shock at the time of shifting.
- the number of gear trains interposed between the input system and the output system and the specific even number may be set as appropriate as long as the above-described conditions are satisfied.
- six sets of gear trains may be provided in the transmission, and the specific even number may be 6th speed.
- the transmission has a gear train corresponding to an odd-numbered step among the 4n + 2 sets of gear trains and a gear train corresponding to a specific even-numbered step that is one of the even-numbered steps.
- a gear train that intervenes between the first input shaft and the output system and that corresponds to the remaining gear speeds other than the specific even speed stage among the even speed stages is between the second input shaft and the output system.
- the gear position is switched from a specific even number to an odd number on the lower speed side. That is, when the drive wheels can be driven by the electric motor and the variation in the required torque is small, the shift speed is switched from a specific even speed to an odd speed on the low speed side in advance. Therefore, the driving wheel can be driven by the electric motor at the time of this speed change. Therefore, it is possible to suppress the occurrence of shock at the time of shifting.
- the specific even stage may be the highest stage of the transmission.
- the highest gear and the gear position that is one speed lower than the highest gear are provided on the same input shaft side.
- the required driving force to the vehicle gradually increases due to a gradient or the like while the transmission is running at the highest speed, and a kickdown is required to switch the speed to a lower speed when the motor cannot assist.
- the gear cannot be shifted to the first gear position, and the second gear position provided on the other input shaft side is shifted to the second gear position.
- the degree of increase in the rotational speed of the internal combustion engine increases with respect to the degree of depression of the accelerator pedal, and the driver may feel uncomfortable.
- the assist determination range may be set in the vicinity of the maximum value of torque that can be output from the electric motor as an upper limit.
- the transmission means prevents the power transmitted to the drive wheels from changing at the time of shifting when the shift stage of the transmission is switched from the specific even stage to an odd stage on the low speed side with respect to the specific even stage. Further, an assist means for controlling the electric motor may be provided. By controlling the electric motor in this way, it is possible to suppress the occurrence of shock at the time of shifting.
- FIG. 1 schematically shows a hybrid vehicle according to a first embodiment of the present invention.
- the vehicle 1A includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving power source, a first motor / generator (hereinafter also referred to as first MG) 3 and an electric motor.
- the engine 2 is a known spark ignition internal combustion engine having a plurality of cylinders.
- the first MG 3 and the second MG 4 are well-known ones that are mounted on a hybrid vehicle and function as an electric motor and a generator. Therefore, the detailed description regarding these is abbreviate
- the vehicle 1A is equipped with a six-speed transmission 10 in advance.
- the transmission 10 is configured as a dual clutch transmission.
- the transmission 10 includes an input system 11 and an output system 12.
- the input system 11 includes a first input shaft 13 and a second input shaft 14.
- the first input shaft 13 is connected to the engine 2 via the first clutch 15.
- the second input shaft 14 is connected to the engine 2 via the second clutch 16.
- the first clutch 15 and the second clutch 16 are in a completely engaged state in which the engine 2 and the input shafts 13 and 14 rotate at the same rotational speed, and power transmission between the engine 2 and the input shafts 13 and 14 is interrupted.
- This is a known friction clutch that can be switched to a released state. Therefore, these clutches 15 and 16 can be in a so-called half-clutch state in which power is transmitted between the engine 2 and the input shafts 13 and 14 while rotating at different rotational speeds.
- the output system 12 includes a first output shaft 17, a second output shaft 18, and a drive shaft 19. As shown in this figure, a first output gear 20 is provided on the first output shaft 17. A second output gear 21 is provided on the second output shaft 18. A drive gear 22 is provided on the drive shaft 19. The first output gear 20 and the second output gear 21 mesh with the driven gear 22, respectively.
- the drive shaft 19 is connected to the differential mechanism 5 so that power can be transmitted.
- the differential mechanism 5 is a well-known mechanism that distributes input power to the left and right drive wheels 6.
- first to sixth gear trains G1 to G6 corresponding to different gear positions.
- the first gear train G1, the third gear train G3, the fifth gear train G5, and the sixth gear train G6 are interposed between the first input shaft 13 and the first output shaft 17.
- the second gear train G2 and the fourth gear train G4 are interposed between the second input shaft 14 and the second output shaft 18.
- the first gear train G1 includes a first drive gear 23 and a first driven gear 24 that mesh with each other
- the second gear train G2 includes a second drive gear 25 and a second driven gear 26 that mesh with each other
- the third gear train G3 includes a third drive gear 27 and a third driven gear 28 that mesh with each other
- the fourth gear train G4 includes a fourth drive gear 29 and a fourth driven gear 30 that mesh with each other
- the fifth gear train G5 includes a fifth drive gear 31 and a fifth driven gear 32 that mesh with each other
- the sixth gear train G6 includes a sixth drive gear 33 and a sixth driven gear 34 that mesh with each other.
- the first to sixth gear trains G1 to G6 are provided so that the drive gear and the driven gear always mesh with each other.
- Different gear ratios are set for the respective gear trains G1 to G6.
- the gear ratio is smaller in the order of the first gear train G1, the second gear train G2, the third gear train G3, the fourth gear train G4, the fifth gear train G5, and the sixth gear train G6. Therefore, the first gear train G1 is the first gear, the second gear train G2 is the second gear, the third gear train G3 is the third gear, the fourth gear train G4 is the fourth gear, and the fifth gear train G5 is the fifth gear.
- the sixth gear train G6 corresponds to the sixth speed.
- the first drive gear 23, the third drive gear 27, the fifth drive gear 31, and the sixth drive gear 33 are fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13.
- the first driven gear 24, the third driven gear 28, the fifth driven gear 32, and the sixth driven gear 34 are supported by the first output shaft 17 so as to be rotatable relative to the first output shaft 17.
- the second drive gear 25 and the fourth drive gear 29 are fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14.
- the second driven gear 26 and the fourth driven gear 30 are supported by the second output shaft 18 so as to be rotatable relative to the second output shaft 18.
- the first output shaft 17 is provided with a first sleeve 35 and a second sleeve 36. These sleeves 35 and 36 are supported by the first output shaft 17 so as to rotate integrally with the first output shaft 17 and be movable in the axial direction.
- the first sleeve 35 is provided between the first gear train G1 and the third gear train G3 arranged so as to be adjacent to each other.
- the first sleeve 35 has a first speed position at which the first output shaft 17 and the first driven gear 24 mesh with the first driven gear 24 so that the first output shaft 17 and the first driven gear 24 rotate integrally, and the first output shaft 17 and the third driven gear 28 rotate integrally.
- the second sleeve 36 is provided between the fifth gear train G5 and the sixth gear train G6 arranged so as to be adjacent to each other.
- the second sleeve 36 has a fifth speed position at which the first output shaft 17 and the fifth driven gear 32 mesh with the fifth driven gear 32 so that the first output shaft 17 and the fifth driven gear 32 rotate integrally, and the first output shaft 17 and the sixth driven gear 34 rotate integrally.
- it is provided so as to be switchable between a sixth speed position that meshes with the sixth driven gear 34 and a release position that does not mesh with either the fifth driven gear 32 or the sixth driven gear 34.
- the third sleeve 37 is provided on the second output shaft 18.
- the third sleeve 37 is supported by the second output shaft 18 so as to rotate integrally with the second output shaft 18 and move in the axial direction.
- the third sleeve 37 is provided between the second gear train G2 and the fourth gear train G4 that are arranged adjacent to each other.
- the third sleeve 37 has a second speed position at which the second output shaft 18 and the second driven gear 26 mesh with the second driven gear 26 so that the second output shaft 18 and the second driven gear 26 rotate integrally, and the second output shaft 18 and the fourth driven gear 30 rotate integrally.
- it is provided to be switchable between a fourth speed position that meshes with the fourth driven gear 30 and a release position that does not mesh with either the second driven gear 26 or the fourth driven gear 30.
- the fourth speed is achieved.
- the second sleeve 36 is switched to the fifth speed position and both the first sleeve 35 and the third sleeve 37 are switched to the release position, the fifth speed is achieved.
- the second sleeve 36 is switched to the 6th speed position and both the first sleeve 35 and the third sleeve 37 are switched to the release position, the 6th speed is achieved.
- the transmission 10 is provided with a plurality of drive actuators for driving the sleeves 35 to 37. Since these drive actuators are well-known hydraulic drive mechanisms and motor drive mechanisms provided in the transmission, the description thereof is omitted.
- the output shafts 17 and 18 are synchronized to synchronize their rotations when the sleeves 35 to 37 and the driven gears 24, 26, 28, 30, 32, and 34 are engaged with each other.
- a mechanism is provided for each driven gear.
- a synchro mechanism that synchronizes rotation by friction engagement for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.
- the first input shaft 13 is provided with a first driven gear 38.
- a first drive gear 39 that meshes with the first driven gear 38 is provided on the output shaft 3 a of the first MG 3.
- the first MG 3 is connected to the first input shaft 13 so that power can be transmitted.
- the second input shaft 14 is provided with a second driven gear 40.
- a second drive gear 41 that meshes with the second driven gear 40 is provided on the output shaft 4 a of the second MG 4.
- the second MG 4 is connected to the second input shaft 14 so that power can be transmitted.
- the transmission 10 is switched to the first speed or the second speed, and the drive wheels 6 are driven by the first MG3 or the second MG4.
- the operations of the first clutch 15, the second clutch 16, and the sleeves 35 to 37 are controlled by the vehicle control device 50.
- the operations of the engine 2, the first MG3, and the second MG4 are also controlled by the vehicle control device 50.
- the vehicle control device 50 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation.
- the vehicle control device 50 holds various control programs for appropriately driving the vehicle 1A.
- the vehicle control device 50 executes control of the control objects such as the engine 2 and the MGs 3 and 4 by executing these programs.
- Various sensors for acquiring information related to the vehicle 1A are connected to the vehicle control device 50. For example, a vehicle speed sensor 51, an accelerator opening sensor 52, an SOC sensor 53, and the like are connected to the vehicle control device 50.
- the vehicle speed sensor 51 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1A.
- the accelerator opening sensor 52 outputs a signal corresponding to the depression amount of the accelerator pedal, that is, the accelerator opening.
- the SOC sensor 53 outputs a signal corresponding to the remaining amount of a battery (not shown) connected to the MGs 3 and 4.
- the vehicle control device 50 is also connected with a shift lever (not shown). In addition to this, various sensors, switches, and the like are connected to the vehicle control device 50, but these are not shown.
- This vehicle 1A is provided with a plurality of driving modes.
- As the travel mode an EV travel mode in which the drive wheels 6 are driven by the first MG 3 or the second MG 4 and an engine travel mode in which the drive wheels 6 are mainly driven by the engine 2 are set.
- the vehicle control device 50 switches the travel mode of the vehicle 1A based on the vehicle speed or the like. For example, when the vehicle speed is less than a predetermined determination speed, the vehicle control device 50 switches the travel mode to the EV travel mode. In the EV travel mode, both the first clutch 15 and the second clutch 16 are switched to the released state, and the engine 2 is disconnected.
- the travel mode is switched to the engine travel mode.
- the clutch on the input shaft side having the gear stage used for traveling of the vehicle 1A is switched to the fully engaged state, and the other clutch is switched to the released state.
- the vehicle control device 50 switches the gear position of the transmission 10 based on the vehicle speed and the accelerator opening.
- a shift diagram showing the relationship between the vehicle and the accelerator opening and the gear position is stored as a map. Since this shift diagram is a well-known one that is generally used for transmission control, detailed description thereof will be omitted.
- the vehicle control device 50 sets a gear position according to the current traveling state of the vehicle 1 based on this shift diagram. Then, the operation of each of the sleeves 35 to 37 is controlled so that the transmission 10 switches to the set gear position.
- the fifth gear train G5 corresponding to the fifth gear and the fifth gear train G6 corresponding to the sixth gear are interposed between the first input shaft 13 and the first output shaft 17. .
- the gear trains G5 and G6 are connected to the first output shaft 17 by a common second sleeve 36. Therefore, these gear trains G5 and G6 cannot be connected to the first output shaft 17 at the same time. Therefore, the vehicle control device 50 assists in driving the drive wheels 6 by outputting power from the second MG 4 when upshifting from the fifth speed to the sixth speed and when downshifting from the sixth speed to the fifth speed.
- FIG. 2 shows a shift control routine executed by the vehicle control device 50 to control the transmission 10 in this way.
- This control routine is repeatedly executed at a predetermined cycle while the vehicle 1A is traveling.
- the vehicle control device 50 first acquires the state of the vehicle 1A in step S11.
- the state of the vehicle 1A for example, the vehicle speed, the accelerator opening, the remaining battery level, the current gear position, and the like are acquired.
- the driving force requested by the driver to the vehicle 1A (required driving force) is calculated based on the accelerator opening. Since this calculation method may use a well-known method, description thereof is omitted.
- various information related to the state of the vehicle 1A is acquired.
- the vehicle control device 50 determines whether or not a shift condition for shifting the shift speed of the transmission 10 from the current shift speed to another shift speed is satisfied. Whether or not the speed change condition is satisfied may be determined by a known method based on the above-described speed change diagram. If it is determined that the speed change condition is not satisfied, the current control routine is terminated. On the other hand, if it is determined that the speed change condition is satisfied, the process proceeds to step S13, and the vehicle control device 50 determines whether or not the current speed change is a speed change from the fifth speed to the sixth speed or a speed change from the sixth speed to the fifth speed. This determination may also be made based on the shift diagram.
- step S14 the vehicle control device 50 executes the normal shift control.
- the first sleeve 35 or the first sleeve 35 is set so that the input shaft not currently involved in traveling and the output system 12 can transmit rotation in the gear train corresponding to the shift stage after the shift.
- the three sleeves 37 are controlled.
- the clutch on the side with the gear of the current gear stage is fully engaged while the clutch on the side with the gear of the gear stage after the shift is switched from the released state to the fully engaged state. Switch from state to release state.
- the first sleeve 35 or the third sleeve 37 is controlled so that the rotation transmission by the gear train of the shift stage before the shift is stopped.
- the same method as a well-known dual clutch type transmission is used for such a gear position switching method. Therefore, detailed description is omitted. Thereafter, the current control routine is terminated.
- step S15 the process proceeds to step S15, and the vehicle control device 50 drives the drive wheels 6 with the second MG4 during the shift. It is determined whether or not it is possible to assist. As is well known, the power that can be output from the motor / generator varies depending on the remaining battery level, the temperature of the battery, the temperature of the second MG 4, and the like. Therefore, based on these, the upper limit of the driving force that can be output from the second MG 4 is calculated. Then, when the upper limit of the driving force is equal to or less than the required driving force for the vehicle 1, it is determined that the assist is impossible.
- step S16 the vehicle control device 50 prohibits the shift from the fifth speed to the sixth speed or the shift from the sixth speed to the fifth speed. Note that when the shift is prohibited in this way, the vehicle control device 50 outputs power from the engine 2 and each of the MGs 3 and 4 so that the drive wheels 6 are appropriately driven according to the vehicle speed and the accelerator opening. . Thereafter, the current control routine is terminated.
- step S17 the process proceeds to step S17, and the vehicle control device 50 executes assist shift control.
- the third sleeve 37 is switched to the fourth speed position.
- the driving force corresponding to the required driving force is output from the second MG 4 to drive the driving wheels 6.
- the second sleeve 36 is switched to a position corresponding to the post-shift gear position in the fifth speed position or the sixth speed position.
- the driving force output from the second MG 4 is reduced so that the vehicle speed does not change suddenly while the first clutch 15 is engaged.
- the third sleeve 37 is switched to the release position. Thereafter, the current control routine is terminated.
- the sixth gear train G6 corresponding to the sixth speed is disposed between the first input shaft 13 and the output system 12, so that the transmission 10 Only by providing three sleeves 35 to 37 and a drive actuator for driving them, a 1st to 6th speed can be changed. Therefore, the cost of the vehicle can be reduced.
- the second MG4 assists at the time of shifting, so the vehicle speed is suddenly increased. Can be suppressed. Further, since the shift is prohibited when the assist by the second MG 4 is impossible during these shifts, it is possible to suppress a sudden change in the vehicle speed also in this case. Therefore, it is possible to suppress a shock at the time of shifting.
- FIGS. In these drawings, parts common to those in FIG.
- the vehicle shown in these drawings also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A in FIG. 1, but the illustration thereof is omitted.
- FIG. 3 shows a first modification of the vehicle according to the first embodiment.
- the first MG 3, the first driven gear 38, and the first driving gear 39 are omitted as compared with the vehicle 1A in FIG.
- the rest is the same as the vehicle 1A in FIG. Therefore, even in the vehicle 1B, the transmission 10 can be shifted from the first speed to the sixth speed only by providing the three sleeves 35 to 37 and the drive actuator for driving them. Therefore, the cost of the vehicle can be reduced.
- the vehicle control device 50 executes the shift control routine shown in FIG.
- FIG. 4 shows a second modification of the vehicle according to the first embodiment.
- the first MG3, the second MG4, the first driven gear 38, the first driving gear 39, the second driven gear 40, and the second driving gear 41 are compared with the vehicle 1A shown in FIG. Is omitted.
- a motor generator 60 is provided on the drive shaft 19.
- the motor / generator 60 is also a well-known motor / generator that functions as an electric motor and a generator, like the first MG 3 and the second MG 4.
- the drive wheel 6 can be driven by driving the drive shaft 19 with the motor / generator 60.
- the transmission 10 can be shifted from the first speed to the sixth speed only by providing the three sleeves 35 to 37 and the drive actuator for driving them. Therefore, the cost of the vehicle can be reduced.
- the assist by the motor / generator 60 is impossible during these shifts, it is possible to prevent the vehicle speed from changing suddenly by prohibiting the shift. Therefore, it is possible to suppress a shock at the time of shifting.
- the sixth speed corresponds to the specific even stage of the present invention
- the fifth speed corresponds to the specific odd stage of the present invention
- the first sleeve 35, the second sleeve 36, and the third sleeve 37 correspond to the coupling function of the present invention.
- the vehicle control device 50 functions as the control means of the present invention, and by executing steps S15 and S16 in FIG. 2, the vehicle control device 50 as the shift prohibiting means of the present invention.
- the fifth gear train G5 and the sixth gear train G6 correspond to the gear train group of the present invention.
- a vehicle 1D according to a second embodiment of the present invention will be described with reference to FIG.
- the vehicle 1D shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A shown in FIG.
- the first gear train G1, the third gear train G3, the fourth gear train G4, and the sixth gear train G6 are interposed between the first input shaft 13 and the first output shaft 17.
- the second gear train G2 and the fifth gear train G5 are interposed between the second input shaft 14 and the second output shaft 18. That is, in this embodiment, the fourth gear train G4 and the fifth gear train G5 are interchanged as compared with the vehicle 1A of the first embodiment.
- the rest is the same as the first embodiment.
- the fourth drive gear 29 is fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13.
- the fourth driven gear 30 is supported by the first output shaft 17 so as to be rotatable relative to the first output shaft 17.
- the fifth drive gear 31 is fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14.
- the fifth driven gear 32 is supported on the second output shaft 18 so as to be rotatable relative to the second output shaft 18.
- the second sleeve 36 is provided between the fourth gear train G4 and the sixth gear train G6 arranged so as to be adjacent to each other.
- the second sleeve 36 has a fourth speed position at which the first output shaft 17 and the fourth driven gear 30 mesh with the fourth driven gear 30 so that the first output shaft 17 and the fourth driven gear 30 rotate integrally, and the first output shaft 17 and the sixth driven gear 34 are integrated.
- the sixth driven gear 34 and the sixth driven gear 34 are arranged so as to be able to rotate in the forward direction and the release position where the fourth driven gear 30 and the sixth driven gear 34 are not engaged with each other.
- the third sleeve 37 is provided between the second gear train G2 and the fifth gear train G5 that are arranged adjacent to each other.
- the third sleeve 37 has a second speed position where the second output shaft 18 and the second driven gear 26 mesh with the second driven gear 26 so that the second output shaft 18 and the second driven gear 26 rotate integrally, and the second output shaft 18 and the fifth driven gear 32 rotate integrally.
- it is provided to be switchable between a fifth speed position that meshes with the fifth driven gear 32 and a release position that does not mesh with either the second driven gear 26 or the fifth driven gear 32.
- the transmission 10 can be shifted from the first gear to the sixth gear only by providing the transmission 10 with the three sleeves 35 to 37 and the drive actuator for driving them. Therefore, the cost of the vehicle can be reduced.
- the shock at the time of shifting can be suppressed by assisting the driving of the drive wheels 6 by the second MG 4 at the time of shifting from the 3rd speed to the 4th speed and at the time of shifting from the 4th speed to the 3rd speed.
- the second MG 4 cannot assist during these shifts, it is possible to further suppress a shock during the shift by prohibiting the shift.
- the 4th speed corresponds to a specific even stage of the present invention
- the 3rd speed corresponds to a specific odd stage of the present invention
- the third gear train G3 and the fourth gear train G4 correspond to the gear train group of the present invention.
- a vehicle 1E according to a third embodiment of the present invention will be described with reference to FIG. In FIG. 6, parts common to those in FIG.
- the vehicle 1E shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A shown in FIG. 1, but these are not shown.
- the first gear train G1, the second gear train G2, the fourth gear train G4, and the sixth gear train G6 are interposed between the first input shaft 13 and the first output shaft 17. is doing.
- a third gear train G3 and a fifth gear train G5 are interposed between the second input shaft 14 and the second output shaft 18.
- the second gear train G2 and the third gear train G3 are interchanged and the fourth gear train G4 and the fifth gear train G5 are interchanged as compared with the vehicle 1A of the first embodiment. .
- the rest is the same as the first embodiment.
- the second drive gear 25 and the fourth drive gear 29 are fixed to the first input shaft 13 so as to rotate integrally with the first input shaft 13.
- the second driven gear 26 and the fourth driven gear 30 are supported on the first output shaft 17 so as to be rotatable relative to the first output shaft 17.
- the third drive gear 27 and the fifth drive gear 31 are fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14.
- the third driven gear 28 and the fifth driven gear 32 are supported on the second output shaft 18 so as to be rotatable relative to the second output shaft 18.
- the first sleeve 35 is provided between the first gear train G1 and the second gear train G2 that are arranged adjacent to each other.
- the first sleeve 35 has a first speed position at which the first output shaft 17 and the first driven gear 24 mesh with the first driven gear 24 so that the first output shaft 17 and the first driven gear 24 rotate integrally, and the first output shaft 17 and the second driven gear 26 integrally.
- a second speed position that meshes with the second driven gear 26 so as to rotate and a release position that meshes with neither the first driven gear 24 nor the second driven gear 26 are switchable.
- the second sleeve 36 is provided between the fourth gear train G4 and the sixth gear train G6 arranged so as to be adjacent to each other.
- the second sleeve 36 has a fourth speed position at which the first output shaft 17 and the fourth driven gear 30 mesh with the fourth driven gear 30 so that the first output shaft 17 and the fourth driven gear 30 rotate integrally, and the first output shaft 17 and the sixth driven gear 34 rotate integrally.
- it is provided so as to be switchable between a sixth speed position that meshes with the sixth driven gear 34 and a release position that does not mesh with either the fourth driven gear 30 or the sixth driven gear 34.
- the third sleeve 37 is provided between the third gear train G3 and the fifth gear train G5 arranged so as to be adjacent to each other.
- the third sleeve 37 has a third speed position that meshes with the third driven gear 28 so that the second output shaft 18 and the third driven gear 28 rotate integrally, and the second output shaft 18 and the fifth driven gear 32 rotate integrally.
- it is provided so as to be switchable between a fifth speed position that meshes with the fifth driven gear 32 and a release position that does not mesh with either the third driven gear 28 or the fifth driven gear 32.
- the second speed is achieved.
- the third speed is set.
- the second sleeve 36 is switched to the fourth speed position and both the first sleeve 35 and the third sleeve 37 are switched to the release position, the fourth speed is achieved.
- the transmission 10 can be shifted from the first gear to the sixth gear only by providing the transmission 10 with the three sleeves 35 to 37 and the drive actuator for driving them. Therefore, the cost of the vehicle can be reduced.
- the shock at the time of shifting can be suppressed by assisting the driving of the drive wheels 6 by the second MG 4 at the time of shifting from the first speed to the second speed and at the time of shifting from the second speed to the first speed.
- the second MG 4 cannot assist during these shifts, it is possible to further suppress a shock during the shift by prohibiting the shift.
- the second speed corresponds to the specific even stage of the present invention
- the first speed corresponds to the specific odd stage of the present invention
- the first gear train G1 and the second gear train G2 correspond to the gear train group of the present invention.
- a vehicle 1F according to a fourth embodiment of the present invention will be described with reference to FIG.
- the vehicle 1F shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A shown in FIG. 1, but the illustration thereof is omitted.
- the vehicle 1F is different from the first embodiment in that a reverse gear train GR is provided between the second input shaft 14 and the second output shaft 18. The rest is the same as the first embodiment.
- the reverse gear train GR includes a reverse drive gear 70, an intermediate gear 71, and a reverse driven gear 72.
- the reverse drive gear 70 is fixed to the second input shaft 14 so as to rotate integrally with the second input shaft 14.
- the reverse driven gear 72 is supported by the second output shaft 18 so as to be rotatable relative to the second output shaft 18.
- the intermediate gear 71 is rotatably supported by a case (not shown) of the transmission 10.
- the intermediate gear 71 meshes with each of the reverse drive gear 70 and the reverse drive gear 72.
- a fourth sleeve 73 is provided on the second output shaft 18.
- the fourth sleeve 73 is supported by the second output shaft 18 so as to rotate integrally with the second output shaft 18 and move in the axial direction.
- the fourth sleeve 73 is switchably provided between a reverse position where the second output shaft 18 and the reverse driven gear 72 are engaged with the reverse driven gear 72 and a release position where the second output shaft 18 and the reverse driven gear 72 are not engaged with the reverse driven gear 72.
- the vehicle 1F when the fourth sleeve 72 is switched to the reverse position and any of the first to third sleeves 35 to 37 is switched to the release position, the vehicle 1F can be driven backward by the engine 2.
- the vehicle 1F can be made more compact than when arranged on an input shaft with a large number of transmission gear trains.
- the sixth speed corresponds to the specific even stage of the present invention
- the fifth speed corresponds to the specific odd stage of the present invention
- the vehicle of the present invention is not limited to the vehicles shown in the above embodiments.
- the vehicle of this invention should just be equipped with the transmission which satisfy
- the vehicle transmission of the present invention has 4n + 2 sets (where n is an integer of 1 or more) of forward gear trains. That is, it is a dual clutch type transmission with 6 forward speeds, 10 forward speeds, 14 forward speeds and the like. Also, one of the even gears (specific even number) and the odd number (specific odd number) of one of the specific even gears, either the odd number on the low speed side or the odd number on the high speed side. Are disposed between the same input shaft and output shaft.
- the number of gear trains arranged between the first input shaft 13 and the first output shaft 17 and the number of gear trains arranged between the second input shaft 14 and the second output shaft 18 are any. Will be even. With such a dual clutch type transmission, there is no need to provide one sleeve and a drive actuator for driving the sleeve for a set of gear trains. Therefore, cost can be reduced.
- the present invention can be implemented in various forms without being limited to the above-described forms.
- the input shaft and the motor / generator are connected via a gear so that power can be transmitted, but the output shaft of the motor / generator may be directly connected to the input shaft.
- the vehicle 1G shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A shown in FIG.
- the first input shaft 13 so that the first drive gear 23, the third drive gear 27, the fifth drive gear 31, and the sixth drive gear 33 can rotate relative to the first input shaft 13. It is supported by.
- first driven gear 24, the third driven gear 28, the fifth driven gear 32, and the sixth driven gear 34 are fixed to the first output shaft 17 so as to rotate integrally with the first output shaft 17.
- the second drive gear 25 and the fourth drive gear 29 are supported by the second input shaft 14 so as to be rotatable relative to the second input shaft 14.
- the second driven gear 26 and the fourth driven gear 30 are fixed to the second output shaft 18 so as to rotate integrally with the second output shaft 18.
- a first sleeve 35 and a second sleeve 36 are provided on the first input shaft 13.
- a third sleeve 37 is provided on the second input shaft 14.
- the sleeves 35 to 37 may be provided on the input shafts 13 and 14.
- the number of sleeves and the number of drive actuators for driving them can be reduced as in the above-described embodiments. Therefore, the cost of the vehicle can be reduced.
- the vehicle 1H shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A shown in FIG. 1, but the illustration thereof is omitted.
- the second output shaft 18 is omitted.
- the first driven gear 24, the second driven gear 26, the third driven gear 28, the fourth driven gear 30, the fifth driven gear 32, and the sixth driven gear 34 are fixed to the first output shaft 17.
- the first output shaft 17 is connected to the differential mechanism 5 so that power can be transmitted.
- the number of sleeves and the number of drive actuators for driving them can be reduced as in the above-described embodiments. Therefore, the cost of the vehicle can be reduced.
- the sleeves 35 to 37 may be provided on the first output shaft 17.
- FIG. 10 shows a modification of the vehicle according to the sixth embodiment.
- the second drive gear 25 is meshed with the first driven gear 24, and the fourth drive gear 29 is meshed with the third driven gear 28.
- the second drive gear 25 and the first driven gear 24 constitute a second gear train G2.
- the fourth drive gear 29 and the third driven gear 28 constitute a fourth gear train G4.
- the gear ratio between the second drive gear 25 and the first driven gear 24 is set to be the same as the gear ratio between the second drive gear 25 and the second driven gear 26 in the above-described form.
- the gear ratio between the fourth drive gear 29 and the third driven gear 28 is set to be the same as the gear ratio between the fourth drive gear 29 and the fourth driven gear 30 in the above-described form.
- the number of gears provided on the first output shaft 17 can be reduced, the cost of the vehicle can be further reduced.
- the vehicle 1J shown in this figure also has a control system such as the vehicle control device 50 as in the case of the vehicle 1A in FIG. 1, but the illustration thereof is omitted.
- the first gear train G1, the sixth gear train G6, the third gear train G3, and the fifth gear are arranged between the first input shaft 13 and the first output shaft 17 from the engine side. These gear trains are provided in the order of the train G5.
- the first sleeve 35 is provided between the first gear train G1 and the sixth gear train G6.
- the first sleeve 35 has a first speed position at which the first output shaft 17 and the first driven gear 24 mesh with the first driven gear 24 so that the first output shaft 17 and the first driven gear 24 rotate integrally, and the first output shaft 17 and the sixth driven gear 34 are integrated.
- the 6th speed gear which meshes with the 6th driven gear 34 so that it may rotate in rotation, and the release position which does not mesh with any of the 1st driven gear 24 and the 6th driven gear 34 are provided so that switching is possible.
- the second sleeve 36 is provided between the third gear train G3 and the fifth gear train G5.
- the second sleeve 36 has a third speed position at which the first output shaft 17 and the third driven gear 28 mesh with the third driven gear 28 so that the first output shaft 17 and the third driven gear 28 rotate integrally, and the first output shaft 17 and the fifth driven gear 32 are integrated.
- the fifth driven gear 32 and the fifth driven gear 32 are arranged so as to switch between a fifth speed position and a release position where the third driven gear 28 and the fifth driven gear 32 are not engaged.
- the number of sleeves and the number of drive actuators for driving them can be reduced as in the above-described embodiments. Therefore, the cost of the vehicle can be reduced.
- the sleeves 35 to 37 may be provided on the input shafts 13 and 14, respectively.
- FIG. 12 shows a hybrid vehicle 1K according to this embodiment.
- the vehicle control device 50 switches the travel mode of the vehicle 1K based on the vehicle speed or the like. Further, when a large driving force is required for the vehicle 1K because, for example, the accelerator pedal is greatly depressed during travel of the vehicle 1K, the vehicle control device 50 shifts the shift stage from the current shift stage to the lower one side. Downshift to shift to the next gear position. Such a shift down is also called a kick down.
- a fifth gear train G5 corresponding to the fifth speed and a fifth gear train G6 corresponding to the sixth speed are interposed between the first input shaft 13 and the first output shaft 17.
- the gear trains G5 and G6 are connected to the first output shaft 17 by a common second sleeve 36. Therefore, these gear trains G5 and G6 cannot be connected to the first output shaft 17 at the same time. Therefore, the vehicle control device 50 assists in driving the drive wheels 6 by outputting power from the second MG 4 when shifting down from the sixth speed to the fifth speed.
- the gear is shifted down from the sixth speed to the fourth speed.
- FIG. 13 shows a shift control routine executed by the vehicle control device 50 to control the transmission 10 in this way.
- This control routine is repeatedly executed at a predetermined cycle while the vehicle 1K is traveling.
- the vehicle control device 50 first acquires the state of the vehicle 1K in step S21.
- the state of the vehicle 1K for example, the vehicle speed, the accelerator opening, the current gear position, and the like are acquired.
- the driving force requested by the driver to the vehicle 1K (required driving force) is calculated based on the accelerator opening. Since this calculation method may use a well-known method, description thereof is omitted. In this process, various other information regarding the state of the vehicle 1K is acquired.
- the vehicle control device 50 determines whether or not the travel mode is the engine travel mode. If it is determined that the engine running mode is not selected, the current control routine is terminated. On the other hand, when it determines with it being engine driving mode, it progresses to step S23, and the vehicle control apparatus 50 determines whether the transmission 10 is 6 speed. If it is determined that the transmission 10 is not in sixth speed, the current control routine is terminated. On the other hand, when it is determined that the transmission 10 is in sixth speed, the process proceeds to step S24, and the vehicle control device 50 determines whether or not a kick down is requested. This determination may be performed by a known method based on the accelerator opening or the like as described above. If it is determined that kickdown is not requested, the current control routine is terminated.
- step S25 the vehicle control device 50 determines whether the requested driving force is equal to or less than a predetermined upper limit value.
- This upper limit value is a value set as a reference for determining whether or not the required driving force can be output from the second MG 4.
- This upper limit value may be set based on the maximum torque of the second MG 4, for example. Further, the upper limit value may be set based on the state of charge (SOC) of the battery at the time of this determination, the inverter for controlling the second MG4, the battery, the temperature of the second MG4, and the like.
- SOC state of charge
- step S26 the vehicle control device 50 executes the fifth speed shift control.
- the third sleeve 37 is switched to the fourth speed position, and power corresponding to the required driving force is output from the second MG 4.
- the second sleeve 26 is switched from the sixth speed position to the fifth speed position.
- the third sleeve 37 is switched to the release position, and the output of power from the second MG 4 is stopped.
- the transmission 10 is shifted to the fifth speed.
- the current control routine is terminated.
- step S27 the vehicle control device 50 executes the 4-speed shift control.
- the fourth speed shift control the third sleeve 37 is switched to the fourth speed position while the second clutch 16 is switched to the half-clutch state.
- the second clutch 16 is switched to the fully engaged state while switching the first clutch 15 to the released state.
- the second sleeve 36 is switched to the release position.
- the transmission 10 is shifted to the fourth speed.
- the current control routine is terminated.
- the requested driving force is less than the upper limit value, that is, the requested driving force.
- the transmission 10 is switched to the fifth speed while the driving wheel 6 is driven by the second MG 4.
- the required driving force is output from the second MG 4 at the time of shifting, and the fluctuation of the driving force of the vehicle 1K at the time of shift down can be reduced. Therefore, it is possible to suppress a shock at the time of shifting.
- the transmission 10 is switched to the fourth speed while the second clutch 16 is in a half-clutch state.
- the fourth gear train G4 corresponding to the fourth speed is interposed between the second input shaft 14 and the second output shaft 18. Therefore, power transmission between the first input shaft 13 and the first output shaft 17 is established in the sixth gear train G6, while power transmission between the second input shaft 14 and the second output shaft 18 is performed in the fourth gear train. It can be established at G4. Therefore, the period during which torque loss occurs can be eliminated by switching the transmission 10 to the fourth speed in this way. Therefore, it is possible to suppress a shock at the time of shifting.
- the sixth gear train G6 is provided between the first input shaft 13 and the first output shaft 17 since the sixth gear train G6 is provided between the first input shaft 13 and the first output shaft 17, only the three sleeves 35 to 37 and the actuators for driving them are provided for the first speed. Up to 6 speeds can be changed. Therefore, cost can be reduced.
- the shift stage after the shift is changed according to whether or not the required driving force can be output from the second MG 4 at the time of downshifting, but the criterion for changing the shift stage after the shift is not limited to this.
- the criterion for changing the shift stage after the shift is not limited to this. For example, even if not all of the required driving force can be output from the second MG 4, a part of the required driving force is output from the second MG 4, so that the variation of the driving force of the vehicle 1K at the time of downshifting can be reduced. You may change to 5th speed.
- the speed is changed from the sixth speed to the fourth speed.
- the vehicle control device 50 functions as the shift control means of the present invention by executing the control routine of FIG.
- the sixth speed corresponds to a specific even number of stages of the present invention.
- the vehicle to which the present invention is applied is not limited to the vehicle shown in FIG.
- the present invention can be applied to various vehicles capable of driving the drive wheels 6 with a motor / generator even when power transmission between the first input shaft 13 and the first output shaft 17 is interrupted.
- the present invention may be applied to the vehicle 1L shown in FIG. In FIG. 14, parts common to FIG.
- illustration of the control system is omitted.
- the transmission 10 can be controlled by executing the shift control routine shown in FIG. And by performing this control, the same effect as the form mentioned above can be acquired.
- the present invention may be applied to the vehicle 1M shown in FIG. 15 that are the same as those in FIG. 12 are given the same reference numerals, and descriptions thereof are omitted. Further, in this figure, illustration of the control system is omitted. As shown in this figure, in this vehicle 1M, the first MG3, the second MG4, the first driven gear 38, the first driving gear 39, the second driven gear 40, and the second MG3 are compared with the vehicle 1K in FIG. The drive gear 41 is omitted. Instead, a motor generator 60 is provided on the drive shaft 19. The motor / generator 60 is also a well-known motor / generator that functions as an electric motor and a generator, like the first MG 3 and the second MG 4.
- the drive wheels 6 can be driven by the motor / generator 60. Therefore, even in the vehicle 1M, the transmission 10 can be controlled by executing the shift control routine shown in FIG. And thereby, the effect similar to the form mentioned above can be acquired.
- the motor / generator 60 corresponds to the electric motor of the present invention.
- the vehicle transmission 10 to which the present invention is applied is not limited to the above-described transmission.
- the present invention has 4n + 2 sets of gear trains, gear trains corresponding to odd gears and even gears, and one of the gears of four or more speeds (hereinafter referred to as a specific even gear). Is disposed between the first input shaft 13 and the first output shaft 17, and the gear train corresponding to the remaining gear speeds other than the specific even gear speed among the even speed gears is connected to the second input shaft 14 and the first gear speed.
- the present invention can be applied to a vehicle on which various transmissions interposed between the two output shafts 18 are mounted.
- such a transmission is, for example, a dual clutch type transmission having 6 forward speeds, 10 forward speeds, 14 forward speeds, and the like.
- the specific even stage is, for example, 4th speed, 6th speed, 8th speed, or the like. Even in a vehicle equipped with such a transmission, a shock at the time of a shift can be suppressed by executing the shift control routine shown in FIG. 2 and shifting down from a specific even speed to a lower speed.
- the present invention can be implemented in various forms without being limited to the above-described forms.
- the input shaft and the motor / generator are connected via a gear so that power can be transmitted, but the output shaft of the motor / generator may be directly connected to the input shaft.
- FIG. 16 shows a hybrid vehicle 1N according to this embodiment.
- the second MG 4 is provided on the second input shaft 14.
- a vehicle speed sensor 51, an accelerator opening sensor 52, an SOC sensor 53, a first MG rotation speed sensor 54, a second MG rotation speed sensor 55, and a battery temperature sensor 56 are connected to the vehicle control device 50. .
- the first MG rotational speed sensor 54 outputs a signal corresponding to the rotational speed of the output shaft 3a of the first MG3.
- the second MG rotation speed sensor 55 outputs a signal corresponding to the rotation speed of the second MG 4, that is, the rotation speed of the second input shaft 14.
- the battery temperature sensor 56 outputs a signal corresponding to the battery temperature.
- the vehicle control device 50 switches the traveling mode of the vehicle 1 based on the vehicle speed or the like.
- the vehicle control device 50 appropriately changes the gear position of the transmission 10 based on the vehicle speed and the accelerator opening.
- a fifth gear train G5 corresponding to the fifth speed and a fifth gear train G6 corresponding to the sixth speed are interposed between the first input shaft 13 and the first output shaft 17.
- the gear trains G5 and G6 are connected to the first output shaft 17 by a common second sleeve 36. Therefore, these gear trains G5 and G6 cannot be connected to the first output shaft 17 at the same time. Therefore, the vehicle control device 50 switches the speed stage of the transmission 10 from the sixth speed to the fifth speed in advance when the second MG 4 can assist the driving of the driving wheels 6.
- FIG. 17 shows a shift control routine executed by the vehicle control device 50 to control the transmission 10 in this way.
- This control routine is repeatedly executed at a predetermined cycle while the vehicle 1N is traveling. By executing this control routine, the vehicle control device 50 functions as the speed change means of the present invention.
- the vehicle control device 50 first acquires the state of the vehicle 1N in step S31.
- the state of the vehicle 1N for example, the vehicle speed, the accelerator opening, the rotation speed of the output shaft 3a of the first MG3, the rotation speed of the second MG4, the charge state of the battery, the temperature of the battery, the current shift speed, and the like are acquired.
- various other information related to the state of the vehicle 1N is acquired.
- the vehicle control device 50 determines whether or not the gear position of the transmission 10 is the sixth speed. If it is determined that the gear position of the transmission 10 is any one of the first to fifth gears, the current control routine is terminated.
- step S33 the vehicle control device 50 calculates the torque (requested torque) Td requested by the driver to the vehicle 1N.
- This required torque Td may be calculated by a known calculation method based on the accelerator opening and the vehicle speed. For example, the relationship between the accelerator opening, the vehicle speed, and the required torque Td is obtained in advance by experiments, numerical calculations, and the like, and stored in the ROM of the vehicle control device 50 as a map. And what is necessary is just to calculate with reference to the map.
- the vehicle control device 50 calculates a difference (hereinafter also referred to as torque change amount) ⁇ Td between the request torque Td calculated this time and the request torque calculated last time.
- vehicle control apparatus 50 calculates a maximum value of torque that can be output from second MG 4 (hereinafter also referred to as maximum torque) Ta.
- maximum torque Ta a maximum value of torque that can be output from second MG 4
- the torque that can be output from the second MG 4 varies depending on the state of charge of the battery, the temperature of the battery, and the number of revolutions when the second MG 4 is operated to assist driving of the drive wheels 6. Therefore, the maximum torque Ta also changes accordingly. For example, the maximum torque Ta decreases as the remaining battery level decreases or as the battery temperature increases.
- the maximum torque Ta decreases as the rotational speed increases.
- This rotational speed may be calculated based on the current vehicle speed and the gear ratio of the fourth gear train G4. Therefore, the relationship between these and the maximum torque is obtained in advance by experiments, numerical calculations, etc., and stored in the ROM of the vehicle control device 50 as a map.
- the maximum torque Ta may be calculated with reference to this map.
- the vehicle control device 50 determines whether or not the required torque Td is larger than a value obtained by subtracting a predetermined determination value ⁇ from the maximum torque Ta and less than the maximum torque Ta.
- the determination value ⁇ is a value set for determining whether the required torque Td is close to the maximum torque Ta. For example, a number Nm (Newton meter) is set as the determination value ⁇ .
- Nm Newton meter
- the maximum torque Ta becomes the upper limit value in the range between the value obtained by subtracting the determination value ⁇ from the maximum torque Ta and the maximum torque Ta.
- a range between the value obtained by subtracting the determination value ⁇ from the maximum torque Ta and the maximum torque Ta is set in the vicinity of the maximum torque Ta.
- step S37 the vehicle control device 50 has a torque change amount ⁇ Td greater than 0, and It is determined whether it is less than the determination upper limit ⁇ .
- This determination upper limit value ⁇ is a value set as a reference for determining whether or not the change in the required torque is gradual. For example, a number Nm is set as the determination upper limit ⁇ . If it is determined that the torque change amount ⁇ Td is 0 or the torque change amount ⁇ Td is greater than or equal to the determination upper limit value ⁇ , the current control routine is terminated.
- step S38 the vehicle control device 50 executes the fifth speed shift control.
- the fifth speed shift control first, the third sleeve 37 is switched to the fourth speed position. Subsequently, the second sleeve 36 is switched to the release position while controlling the second MG 4 so that the required torque is output from the second MG 4. Thereafter, the second sleeve 36 is switched to the fifth speed position.
- the first clutch 15 is switched to the temporarily released state at this time. This control is not necessary in the EV travel mode. Then, the required torque is output from the engine 2 or the first MG 3. Thereafter, the current control routine is terminated.
- the required torque Td is greater than the value obtained by subtracting the determination value ⁇ from the maximum torque Ta, less than the maximum torque Ta, the torque change amount ⁇ Td is greater than 0, and the determination upper limit If the value is less than ⁇ , the transmission 10 is switched from the sixth speed to the fifth speed. That is, when the required torque Td is near the maximum torque Ta of the second MG4, the transmission 10 is shifted to the fifth speed when the driving of the drive wheels 6 can be assisted by the second MG4. Therefore, the driving of the drive wheels 6 can be reliably assisted by the second MG 4 during the shift to the fifth speed. Therefore, it is possible to suppress the occurrence of shock at the time of shifting. Further, since the downshift from the 6th speed to the 4th speed can be suppressed, it is possible to suppress the engine 2 from rapidly increasing during the shift. Therefore, the uncomfortable feeling given to the driver can be reduced.
- a range between the value obtained by subtracting the determination value ⁇ from the maximum torque Ta and the maximum torque Ta corresponds to the assist determination range of the present invention.
- a range between 0 and the determination upper limit ⁇ corresponds to the determination range of the present invention.
- the vehicle transmission 10 to which the present invention is applied is not limited to the above-described transmission.
- the present invention has 4n + 2 sets of gear trains, and the gear train corresponding to one of the gear trains corresponding to odd gears and the even gears (hereinafter referred to as specific even gears) is the first input shaft. 13 and the first output shaft 17, and a gear train corresponding to the remaining gears other than the specific even gear among the even gears is interposed between the second input shaft 14 and the second output shaft 18.
- a transmission is, for example, a dual clutch type transmission having 6 forward speeds, 10 forward speeds, 14 forward speeds, and the like.
- the specific even stage is, for example, 4th speed, 6th speed, 8th speed, or the like. Even in a vehicle equipped with such a transmission, the shift control routine shown in FIG. 2 can be executed to downshift from a specific even speed to an odd speed on the low speed side, thereby suppressing shocks during shifting. .
- the present invention can be implemented in various forms without being limited to the above-described forms.
- the first MG may be directly connected to the input shaft in the same manner as the second MG.
- the second MG may be connected to the second MG and the input shaft through a gear so that power can be transmitted, similarly to the first MG.
- the vehicle to which the present invention is applied is not limited to the vehicle shown in the above-described form.
- the first MG may be omitted from the vehicle having the above-described form, and the present invention may be applied to the vehicle.
- the present invention may be applied to a vehicle in which the first MG and the second MG are omitted and a motor / generator is provided on the drive shaft.
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Abstract
Description
図1は、本発明の第1の形態に係るハイブリッド車両を概略的に示している。この車両1Aは、走行用動力源として内燃機関(以下、エンジンと称することがある。)2と、第1モータ・ジェネレータ(以下、第1MGと略称することがある。)3と、電動機としての第2モータ・ジェネレータ(以下、第2MGと略称することがある。)4とを備えている。エンジン2は、複数の気筒を有する周知の火花点火式内燃機関である。また、第1MG3及び第2MG4は、ハイブリッド車両に搭載されて電動機及び発電機として機能する周知のものである。そのため、これらに関する詳細な説明を省略する。
図5を参照して本発明の第2の形態に係る車両1Dについて説明する。図5において図1と共通の部分には同一の符号を付して説明を省略する。なお、この図に示した車両1Dも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。この図に示すように車両1Dでは、第1ギヤ列G1、第3ギヤ列G3、第4ギヤ列G4、及び第6ギヤ列G6が第1入力軸13と第1出力軸17の間に介在している。そして、第2ギヤ列G2及び第5ギヤ列G5が、第2入力軸14と第2出力軸18の間に介在している。すなわち、この形態では第1の形態の車両1Aと比較して第4ギヤ列G4と第5ギヤ列G5とが入れ替わって配置されている。それ以外は第1の形態と同じである。
図6を参照して本発明の第3の形態に係る車両1Eについて説明する。図6において図1と共通の部分には同一の符号を付して説明を省略する。なお、この図に示した車両1Eも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。この図に示すように車両1Eでは、第1ギヤ列G1、第2ギヤ列G2、第4ギヤ列G4、及び第6ギヤ列G6が第1入力軸13と第1出力軸17の間に介在している。そして、第3ギヤ列G3及び第5ギヤ列G5が、第2入力軸14と第2出力軸18の間に介在している。すなわち、この形態では第1の形態の車両1Aと比較して第2ギヤ列G2と第3ギヤ列G3とが入れ替わるとともに第4ギヤ列G4と第5ギヤ列G5とが入れ替わって配置されている。それ以外は第1の形態と同じである。
図7を参照して本発明の第4の形態に係る車両1Fについて説明する。図6において図1と共通の部分には同一の符号を付して説明を省略する。なお、この図に示した車両1Fも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。この図に示すように車両1Fでは、第2入力軸14と第2出力軸18との間に後進ギヤ列GRが設けられている点が第1の形態と異なる。それ以外は第1の形態と同じである。
図8を参照して、本発明の第5の形態に係るハイブリッド車両について説明する。なお、この図において上述した形態と共通の部分には同一の符号を付して説明を省略する。この図に示した車両1Gも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。この車両1Gでは、第1ドライブギヤ23、第3ドライブギヤ27、第5ドライブギヤ31、及び第6ドライブギヤ33が、第1入力軸13に対して相対回転可能なように第1入力軸13に支持されている。一方、第1ドリブンギヤ24、第3ドリブンギヤ28、第5ドリブンギヤ32、及び第6ドリブンギヤ34は、第1出力軸17と一体に回転するように第1出力軸17に固定されている。第2ドライブギヤ25及び第4ドライブギヤ29は、第2入力軸14に対して相対回転可能なように第2入力軸14に支持されている。一方、第2ドリブンギヤ26及び第4ドリブンギヤ30は、第2出力軸18と一体に回転するように第2出力軸18に固定されている。
図9を参照して、本発明の第6の形態に係るハイブリッド車両について説明する。なお、この図において上述した形態と共通の部分には同一の符号を付して説明を省略する。この図に示した車両1Hも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。図9に示すようにこの形態では、第2出力軸18が省略される。そして、第1出力軸17に、第1ドリブンギヤ24、第2ドリブンギヤ26、第3ドリブンギヤ28、第4ドリブンギヤ30、第5ドリブンギヤ32、及び第6ドリブンギヤ34が固定される。また、第1出力軸17がデファレンシャル機構5と動力伝達可能なように接続される。この形態においても、上述した各形態と同様に、スリーブの個数及びそれらを駆動する駆動アクチュエータの個数をそれぞれ低減できる。そのため、車両のコストを低減できる。なお、この車両1Hでは、各スリーブ35~37を第1出力軸17に設けてよい。
図11を参照して、本発明の第7の形態に係るハイブリッド車両について説明する。なお、この図において上述した形態と共通の部分には同一の符号を付して説明を省略する。この図に示した車両1Jも図1の車両1Aと同様に車両制御装置50等の制御系を有しているが、それらの図示を省略した。図11に示すようにこの形態では、第1入力軸13と第1出力軸17との間に、エンジン側から第1ギヤ列G1、第6ギヤ列G6、第3ギヤ列G3、第5ギヤ列G5の順番でこれらのギヤ列が設けられている。
次に図12~図15を参照して、本発明の第8の形態に係るハイブリッド車両について説明する。なお、この形態において上述した形態と共通の部分には同一の符号を付して説明を省略する。図12は、この形態に係るハイブリッド車両1Kを示している。この形態でも、車両制御装置50は、車速等に基づいて車両1Kの走行モードを切り替える。また、車両制御装置50は、車両1Kの走行中にアクセルペダルが大きく踏み込まれる等して車両1Kに対して大きな駆動力が要求された場合には、変速段を現在の変速段から一段低速側の変速段に変速するシフトダウンを実行する。なお、このようなシフトダウンは、キックダウンとも呼ばれる。変速機10では、第1入力軸13と第1出力軸17の間に、5速に対応する第5ギヤ列G5と6速に対応する第5ギヤ列G6が介在している。また、これらのギヤ列G5、G6は、共通の第2スリーブ36で第1出力軸17との接続が制御される。そのため、これらのギヤ列G5、G6を同時に第1出力軸17と接続させることができない。そこで、車両制御装置50は、6速から5速にシフトダウンする際に、第2MG4から動力を出力して駆動輪6の駆動をアシストする。ただし、車両1Kへの要求駆動力が第2MG4から出力可能な動力の上限値より大きい場合には、6速から4速にシフトダウンする。
次に図16及び図17を参照して、本発明の第9の形態に係るハイブリッド車両について説明する。なお、この形態において上述した形態と共通の部分には同一の符号を付して説明を省略する。図16は、この形態に係るハイブリッド車両1Nを示している。この図に示すように、この形態では、第2MG4が第2入力軸14に設けられている。また、この形態では、車両制御装置50に、車速センサ51、アクセル開度センサ52、SOCセンサ53、第1MG回転数センサ54、第2MG回転数センサ55、及びバッテリ温度センサ56が接続されている。第1MG回転数センサ54は、第1MG3の出力軸3aの回転数に対応した信号を出力する。第2MG回転数センサ55は、第2MG4の回転数、すなわち第2入力軸14の回転数に対応した信号を出力する。バッテリ温度センサ56は、バッテリの温度に対応した信号を出力する。
Claims (11)
- 内燃機関と、
前記内燃機関と第1クラッチを介して接続された第1入力軸及び前記内燃機関と第2クラッチを介して接続された第2入力軸を含む入力系と、駆動輪と動力伝達可能に接続された出力系と、一部が前記第1入力軸と前記出力系との間に介在するとともに残りが前記第2入力軸と前記出力系との間に介在し、かつ互いに変速比が相違してそれぞれが異なる前進用の変速段に対応する4n+2組(但し、nは1以上の整数)のギヤ列と、前記4n+2組のギヤ列のうち互いに隣接するように配置された一対のギヤ列の間に設けられ、前記一対のギヤ列のうちのいずれか一方のギヤ列による回転伝達を選択的に成立させる複数の結合機構と、を有するデュアルクラッチ式の変速機と、
を備えたハイブリッド車両において、
前記4n+2組のギヤ列のうち、2n+2組のギヤ列が前記第1入力軸と前記出力系との間に介在し、2n組のギヤ列が前記第2入力軸と前記出力系との間に介在し、
前記第2入力軸又は前記出力系に動力を出力可能なように設けられた電動機をさらに備えているハイブリッド車両。 - 互いに隣り合う変速段を構成するギヤ列群が前記第1入力軸と前記出力系との間に1つのみ設けられる請求項1のハイブリッド車両。
- 前記4n+2組のギヤ列は、偶数段のうちの1つである特定偶数段に対応するギヤ列と、前記特定偶数段の一段低速側の奇数段又は一段高速側の奇数段のいずれか一方である特定奇数段に対応するギヤ列と、が前記第1入力軸と前記出力系との間に介在し、かつ前記特定偶数段及び前記特定奇数段以外の残りの変速段に対応するギヤ列が、前記第1入力軸と前記出力系との間に介在するギヤ列の数及び前記第2入力軸と前記出力系との間に介在するギヤ列の数がいずれも偶数になるように、前記入力系と前記出力系との間に介在する請求項1又は2のハイブリッド車両。
- 前記特定偶数段及び前記特定奇数段のうちの一方から他方に変速する場合には、その変速時に前記駆動輪に伝達される動力の変動を抑えるように前記電動機を制御する制御手段をさらに備えている請求項3のハイブリッド車両。
- 前記特定偶数段が前記変速機の変速段のうちの最高段であり、前記特定奇数段が前記最高段の一段低速側の奇数段であり、
前記特定偶数段と前記特定奇数段のうちの一方から他方への変速が要求されたときに、前記電動機にて前記駆動輪に伝達される動力の変動を抑制できないと判定した場合には、その変速を禁止する変速禁止手段を備えている請求項3又は4のハイブリッド車両。 - 前記変速機は、前記4n+2組のギヤ列のうちの奇数段に対応するギヤ列及び4速以上の偶数段のうちの1つである特定偶数段に対応するギヤ列が前記第1入力軸と前記出力系との間に介在するとともに、前記特定偶数段以外の残りの偶数段に対応するギヤ列が前記第2入力軸と前記出力系との間に介在するデュアルクラッチ式の変速機であり、かつ前記ハイブリッド車両が前記内燃機関で走行する場合に、前記第1入力軸及び前記第2入力軸のうちのいずれか一方の入力軸が前記内燃機関と動力伝達可能に連結され、かつ他方の入力軸と前記内燃機関との間の動力伝達が遮断されるように前記第1クラッチ及び前記第2クラッチが制御され、
前記変速機が前記特定偶数段に切り替えられ、かつ前記内燃機関で走行しているときに、前記変速機の変速段を前記特定偶数段から一段低速側の変速段に切り替えるシフトダウンが要求された場合、前記シフトダウン時における前記車両の駆動力の変動を前記電動機にて低減できる場合には、前記電動機で前記駆動輪を駆動しつつ前記変速機の変速段を前記特定偶数段から一段低速側の変速段に切り替え、前記シフトダウン時における前記車両の駆動力の変動を前記電動機にて低減できない場合には、前記内燃機関の動力が前記第2入力軸に伝達されるように前記第2クラッチを制御しつつ前記変速機の変速段を前記特定偶数段から二段低速側の変速段に切り替える変速制御手段をさらに備えている請求項1又は2のハイブリッド車両。 - 前記変速機に6組のギヤ列が設けられ、
前記特定偶数段は6速である請求項6のハイブリッド車両。 - 前記変速機は、前記4n+2組のギヤ列のうちの奇数段に対応するギヤ列及び偶数段のうちの1つである特定偶数段に対応するギヤ列が前記第1入力軸と前記出力系との間に介在するとともに、前記偶数段のうち前記特定偶数段以外の残りの変速段に対応するギヤ列が前記第2入力軸と前記出力系との間に介在するデュアルクラッチ式の変速機であり、
前記変速機が前記特定偶数段に切り替えられた状態で前記車両が走行しているときに、前記車両に対して要求されている要求トルクが、前記電動機から出力可能なトルクの最大値を上限とする所定のアシスト判定範囲内であり、かつ前記要求トルクの変化量が、予め設定した所定の判定範囲内の場合、前記変速機の変速段を前記特定偶数段から前記特定偶数段に対して一段低速側の奇数段に切り替える変速手段をさらに備えている請求項1又は2のハイブリッド車両。 - 前記特定偶数段は、前記変速機の最高段である請求項8のハイブリッド車両。
- 前記アシスト判定範囲は、前記電動機から出力可能なトルクの最大値を上限とし、かつその最大値の近傍に設定されている請求項8又は9のハイブリッド車両。
- 前記変速手段は、前記変速機の変速段を前記特定偶数段から前記特定偶数段に対して一段低速側の奇数段に切り替える場合に、その変速時に前記駆動輪に伝達される動力が変動しないように前記電動機を制御するアシスト手段を備えている請求項8~10のいずれか一項のハイブリッド車両。
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