JP2009120065A - Hybrid vehicle drive device - Google Patents

Abstract

During acceleration of a vehicle using both an internal combustion engine and a motor, a speed change operation for shifting to a higher speed is performed in a speed change mechanism in which a rotor of a motor is engaged with an input shaft of two speed change mechanisms. Provided is a hybrid vehicle drive device capable of
A drive device 10 of a hybrid vehicle 1 includes an engaged / released state of first and second clutches 21 and 22, a speed change operation in first and second speed change mechanisms 30 and 40, and a motor 50 having a rotor 52. ECU 100 is provided as a control means capable of controlling the motor output torque output from the ECU 100. The ECU 100 engages the second clutch 22 when shifting the gear stage of the first transmission mechanism 30 to a higher gear stage during vehicle acceleration using both the internal combustion engine 5 and the motor 50 as a prime mover. During this time, the motor output torque is set to zero and the speed change operation of the first speed change mechanism 30 is performed.
[Selection] Figure 1

Description

  The present invention is used in a hybrid vehicle including an internal combustion engine and a motor as a prime mover, and mechanical power from an engine output shaft of the internal combustion engine and a rotor of the motor is shifted by a speed change mechanism and engaged with drive wheels. The present invention relates to a hybrid vehicle drive device that can output toward a shaft.

  2. Description of the Related Art In recent years, a transmission for a vehicle is configured with a first transmission mechanism configured with a first group of shift stages and a shift stage other than the first group in order to eliminate interruption of transmission of mechanical power during the shift. An input shaft of the first transmission mechanism (hereinafter referred to as the first input shaft) and an output shaft of the internal combustion engine (hereinafter referred to as the engine output shaft). And a second clutch capable of engaging the input shaft of the second speed change mechanism (hereinafter referred to as a second input shaft) and the engine output shaft, and alternately switching these two clutches. There is known a so-called dual clutch type transmission that changes gears by switching to the above.

  Further, the vehicle drive device includes the above-described dual clutch transmission as a speed change mechanism and a motor as a prime mover. The rotor of the motor engages with the first input shaft of the first speed change mechanism, and the rotor of the motor. Has been proposed in which the mechanical power output from the gear is shifted by a first speed change mechanism and transmitted to a first output shaft engaged with a drive wheel (see, for example, Patent Documents 1 and 2).

  Patent Document 2 below discloses a hybrid vehicle that includes an internal combustion engine (engine) and a motor generator (hereinafter simply referred to as “motor”) as a prime mover, and a dual clutch transmission as a speed change mechanism. A drive device is disclosed. In Patent Document 2, torque assist by a motor, that is, in addition to performing vehicle travel using an internal combustion engine and a motor together as a prime mover, adjusting torque output by the motor when the two clutches are switched. Is described.

JP 2002-89594 A Japanese Patent Laying-Open No. 2005-147312

  In the hybrid vehicle as described above, the motor rotor of the two speed change mechanisms engages with the first input shaft during vehicle acceleration in which the internal combustion engine and the motor are used together as a prime mover to accelerate the vehicle. The first speed change mechanism is required to shift to a higher speed. By shifting to the high speed side, the motor rotation speed of the motor (hereinafter simply referred to as “motor rotation speed”) can be changed to a rotation speed at which mechanical power can be efficiently output from the motor.

  However, in the hybrid vehicle as described above, the first speed change mechanism in which the rotor of the motor is engaged with the input shaft while the motor is powered cannot perform a speed change operation for shifting to a higher speed. In order to perform a speed change operation in the first speed change mechanism, it is necessary to create a state in which no torque acts between the input shaft and the output shaft of the speed change mechanism.

  The present invention has been made in view of the above, and in a speed change mechanism in which a rotor of a motor is engaged with an input shaft among two speed change mechanisms during vehicle acceleration in which an internal combustion engine and a motor are used in combination. It is an object of the present invention to provide a control technology for a hybrid vehicle drive device capable of performing a shift operation to shift to a side shift stage.

  In order to achieve the above object, a hybrid vehicle drive device according to the present invention is used in a hybrid vehicle including an internal combustion engine and a motor as a prime mover, and is output from an engine output shaft of the internal combustion engine and a rotor of the motor. A hybrid vehicle drive device capable of shifting mechanical power by a speed change mechanism and transmitting it to a drive shaft engaged with a drive wheel, wherein the mechanical power from the engine output shaft and the rotor is engaged with the rotor. A first transmission mechanism that is received by the first input shaft and is shifted by any one of the plurality of shift stages and can output to the drive shaft, and mechanical power from the engine output shaft is transmitted by the second input shaft. A second speed change mechanism capable of shifting by any one of the plurality of shift speeds and outputting to the drive shaft; a first clutch capable of engaging the engine output shaft and the first input shaft; Engine output shaft and second input shaft A control means capable of controlling an engageable second clutch, an engagement / release state of the second clutch, a speed change operation in the first speed change mechanism, and a motor output torque that is a torque output from the rotor by the motor; And the control means engages the second clutch when shifting the shift stage of the first transmission mechanism to a higher shift stage during vehicle acceleration using both the internal combustion engine and the motor as a prime mover. During this period, the motor output torque is set to zero, and the speed change operation of the first speed change mechanism is performed.

  In the hybrid vehicle drive apparatus according to the present invention, the control means stops the power running of the motor and starts the speed change operation of the first speed change mechanism, and completes the speed change operation of the first speed change mechanism and restarts the power running of the motor. Can be.

  In the hybrid vehicle drive device according to the present invention, the control means can gradually change the motor output torque from the current value to zero when performing the speed change operation of the first speed change mechanism.

  In the hybrid vehicle drive device according to the present invention, the control means is configured such that when the shift speed selected in the first speed change mechanism is a lower speed shift speed than the speed change speed selected in the second speed change mechanism. The motor output torque is set to zero and the first speed change mechanism can perform a speed change operation.

  According to the present invention, the control means engages the second clutch when shifting the shift stage of the first transmission mechanism to a higher shift stage during vehicle acceleration in which an internal combustion engine and a motor are used together as a prime mover. When the mechanical power from the engine output shaft is transmitted to the vehicle propulsion shaft via the second speed change mechanism in the combined state, the speed change operation of the first speed change mechanism is performed with the motor output torque set to zero. As a result, during vehicle acceleration, the increased motor rotation speed can be reduced, and the vehicle can be accelerated by efficiently generating mechanical power from the motor.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  First, the structure of the hybrid vehicle and drive device which concern on a present Example is demonstrated using FIGS. 1-3. FIG. 1 is a schematic diagram showing a schematic configuration of a hybrid vehicle. FIG. 2 is a schematic diagram showing a structure of a dual clutch mechanism provided in the drive device. FIG. 3 is a schematic diagram showing the structure of a modified dual clutch mechanism.

  The hybrid vehicle 1 includes an internal combustion engine 5 and a motor 50 as a prime mover for rotationally driving the drive wheels 88. The motor 50 is included in the driving device 10 that shifts mechanical power from the internal combustion engine 5 and transmits the mechanical power to the vehicle propulsion shaft 66. The internal combustion engine 5 is coupled with the drive device 10 including the motor 50 and mounted on the hybrid vehicle 1. The hybrid vehicle 1 is provided with a hybrid vehicle electronic control device 100 (hereinafter referred to as ECU) as a control means for controlling the prime mover and the speed change mechanism constituting the hybrid vehicle 1.

  The internal combustion engine 5 includes a fuel injection device, an ignition device, and a throttle valve device (not shown). These devices are controlled by the ECU 100. The mechanical power generated by the internal combustion engine 5 is output from an output shaft (crankshaft) 8. The output side of the internal combustion engine 5 (hereinafter referred to as the engine output shaft) is coupled to the input side of a dual clutch mechanism 20 of the drive device 10 described later, for example, a clutch housing 14a (see FIG. 2). The ECU 100 can adjust the mechanical power output from the engine output shaft 8 of the internal combustion engine 5.

  Further, the hybrid vehicle 1 is a power transmission device that transmits mechanical power from the internal combustion engine 5 and the motor 50 as a prime mover to the drive wheels 88, and shifts mechanical power from the engine output shaft 8 and the motor 50. A drive device 10 that can transmit torque to the drive shaft 80 by changing torque is provided.

  The drive device 10 uses either the first clutch 21 or the second clutch 22 to transmit mechanical power from the internal combustion engine 5 to a transmission mechanism, which will be described later, and from the internal combustion engine 5 to the first clutch 21. The mechanical power transmitted via the first input shaft 27 can be received by the first input shaft 27, shifted by any one of the first group of gears, and transmitted from the first output shaft 37 to the vehicle propulsion shaft 66. The first power transmission mechanism 30 and the mechanical power transmitted from the internal combustion engine 5 via the second clutch 22 are received by the second input shaft 28, and the speed is changed by any one of the second gear stages. The second speed change mechanism 40 that can be transmitted from the second output shaft 48 to the vehicle propulsion shaft 66, and the left and right drives that reduce the mechanical power transmitted to the vehicle propulsion shaft 66 and engage the drive wheels 88. A final reduction gear 70 distributed to the shaft 80; It is.

  The first speed change mechanism 30 and the second speed change mechanism 40 have five speed stages from the first speed gear stage 31 to the fifth speed gear stage 35 in the forward direction, and one speed stage (reverse gear stage in the reverse direction). 49). The reduction ratios of the first to fifth gear stages 31 to 44, which are forward shift stages, are the first speed gear stage 31, the second speed gear stage 42, the third speed gear stage 33, and the fourth speed gear stage 44. The fifth gear stage 35 is set to become smaller in order.

  The first speed change mechanism 30 is configured as a parallel shaft gear device having a plurality of gear pairs. The first group of shift speeds is an odd speed, that is, a first speed gear 31 and a third speed gear 33. And the fifth speed gear stage 35. Of the forward shift speeds 31, 33, 35 of the first speed change mechanism 30, the fifth speed gear stage 35 is the highest speed shift stage. A rotor 52 of a motor 50 described later is coupled to an input shaft of the first transmission mechanism 30 (hereinafter referred to as a first input shaft).

  The first speed gear stage 31 is provided so as to be rotatable about a first output shaft 37 and a first speed main gear 31a coupled to the first input shaft 27, and a first speed counter meshing with the first speed main gear 31a. A first speed coupling mechanism 31e capable of engaging the gear 31c, the first speed counter gear 31c, and the first output shaft 37 is provided.

  The ECU 100 selects the first speed gear stage 31, that is, the first speed coupling mechanism 31e is engaged, and the first speed counter gear 31c and the first output shaft 37 are engaged, whereby the first input shaft The mechanical power from 27 is transmitted to the first output shaft 37 via the first speed main gear 31a and the first speed counter gear 31c. As a result, the first speed change mechanism 30 can shift the mechanical power received from the first input shaft 27 by the first speed gear 31 and change the torque to be transmitted to the first output shaft 37. It has become.

  Similar to the first speed gear stage 31, the third speed gear stage 33 is provided to be rotatable about a third speed main gear 33a coupled to the first input shaft 27 and a first output shaft 37. A third speed counter gear 33c meshing with the third speed main gear 33a, and a third speed coupling mechanism 33e capable of engaging the third speed counter gear 33c and the first output shaft 37 are provided.

  When the ECU 100 selects the third speed gear stage 33, that is, the third speed coupling mechanism 33e is engaged, and the third speed counter gear 33c and the first output shaft 37 are engaged, the first speed change mechanism 30 can transmit the mechanical power received from the first input shaft 27 to the first output shaft 37 by changing the torque by the third gear stage 33 and changing the torque.

  The fifth speed gear stage 35 is provided so as to be rotatable about a first output shaft 37 and a fifth speed main gear 35a coupled to the first input shaft 27, and is engaged with the fifth speed main gear 35a. A speed counter gear 35c, a fifth speed counter gear 35c, and a fifth speed coupling mechanism 35e capable of engaging the first output shaft 37 are provided.

  When the ECU 100 selects the fifth speed gear stage 35, that is, the fifth speed coupling mechanism 35e is engaged, and the fifth speed counter gear 35c and the first output shaft 37 are engaged, the first speed change is performed. The mechanism 30 can transmit the mechanical power received from the first input shaft 27 to the first output shaft 37 by changing the torque by the fifth gear 35 and changing the torque.

  A first drive gear 37 c is coupled to the first output shaft 37 of the first transmission mechanism 30, and the first drive gear 37 c meshes with the power integrated gear 58. A vehicle propulsion shaft 66 is coupled to the power integration gear 58. The vehicle propulsion shaft 66 is engaged with the drive shaft 80 and the drive wheels 88 via a final reduction device 70 described later. That is, the first output shaft 37 and the drive wheel 88 of the first transmission mechanism 30 are engaged.

  Switching between the engaged state and the disengaged state (released state) of the coupling mechanisms 31e, 33e, 35e provided corresponding to the respective shift stages 31, 33, 35 of the first transmission mechanism 30, that is, the first The gear stage selected in the first transmission mechanism 30 is controlled by the ECU 100 via an actuator (not shown).

  On the other hand, like the first transmission mechanism 30, the second transmission mechanism 40 is configured as a parallel shaft gear device having a plurality of gear pairs, and the second group of shift stages is an even stage, that is, the second speed. In addition to the gear stage 42 and the fourth speed gear stage 44, a reverse gear stage 49 is provided.

  The second speed gear stage 42 is provided so as to be rotatable about a second output shaft 48 and a second speed main gear 42a coupled to the second input shaft 28, and a second speed counter meshing with the second speed main gear 42a. A second speed coupling mechanism 42e capable of engaging the gear 42c, the second speed counter gear 42c, and the second output shaft 48 is provided.

  The ECU 100 selects the second speed gear stage 42, that is, the second speed coupling mechanism 42e is engaged, and the second speed counter gear 42c and the second output shaft 48 are engaged with each other. The mechanical power from the shaft 28 is transmitted to the second output shaft 48 via the second speed main gear 42a and the second speed counter gear 42c. As a result, the second speed change mechanism 40 can shift the mechanical power received from the second input shaft 28 by the second speed gear stage 42, change the torque, and transmit it to the second output shaft 48. It has become.

  The fourth speed gear stage 44 is provided so as to be rotatable around a second output shaft 48 and a fourth speed main gear 44a coupled to the second input shaft 28, and a fourth speed counter meshing with the fourth speed main gear 44a. A fourth speed coupling mechanism 44e capable of engaging the gear 44c, the fourth speed counter gear 44c, and the second output shaft 48 is provided.

  When the ECU 100 selects the fourth speed gear stage 44, that is, the fourth speed coupling mechanism 44e is engaged, and the fourth speed counter gear 44c and the second output shaft 48 are engaged, The mechanism 40 can transmit the mechanical power received from the second input shaft 28 to the second output shaft 48 by changing the torque by the fourth gear stage 44 and changing the torque.

  The reverse gear stage 49 meshes with a reverse main gear 49a coupled to the second input shaft 28, a reverse intermediate gear 49b meshed with the reverse main gear 49a, and a reverse intermediate gear 49b, and rotates around the second output shaft 48. A reverse counter gear 49c is provided, and a reverse coupling mechanism 49e capable of engaging the reverse counter gear 49c and the second output shaft 48 is provided.

  When the ECU 100 selects the reverse gear stage 49, that is, the reverse coupling mechanism 49e is engaged, and the reverse counter gear 49c and the second output shaft 48 are engaged, the second transmission mechanism 40 is The mechanical power received from the input shaft 28 can be transmitted to the second output shaft 48 by changing the rotational direction to the reverse direction and changing the speed by changing the reverse gear stage 49 and changing the torque.

  A second drive gear 48 c is coupled to the second output shaft 48 of the second transmission mechanism 40, and the second drive gear 48 c meshes with a power integrated gear 58 coupled to the vehicle propulsion shaft 66. The vehicle propulsion shaft 66 is engaged with the drive wheels 88 via the final reduction gear 70 as described above. That is, the second output shaft 48 and the drive wheel 88 of the second transmission mechanism 40 are engaged.

  Switching between the engaged state and the disengaged state (released state) of each coupling mechanism 42e, 44e, 49e provided corresponding to each shift stage 42, 44, 49 of the second transmission mechanism 40, that is, the second The gear stage selected in the transmission mechanism 40 is controlled by the ECU 100 via an actuator (not shown).

  Further, the drive device 10 of the hybrid vehicle 1 serves as power transmission means for transmitting mechanical power from the engine output shaft 8 of the internal combustion engine 5 to one of the first transmission mechanism 30 and the second transmission mechanism 40. A dual clutch mechanism 20 is provided. The dual clutch mechanism 20 includes a first clutch 21 capable of engaging the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30, and a second clutch mechanism 20 and the second transmission mechanism 40. A second clutch 22 capable of engaging with the input shaft 28 is provided.

  The first clutch 21 includes a disc-shaped friction plate, and is configured by a friction type disk clutch that transmits mechanical power by the frictional force of the friction plate. The first clutch 21 is configured to be able to engage the engine output shaft 8 of the internal combustion engine 5 and the first input shaft 27 of the first transmission mechanism 30. By bringing the first clutch 21 into the engaged state, the engine output shaft 8 and the first input shaft 27 can be engaged and rotate together.

  Similar to the first clutch 21, the second clutch 22 is configured by a friction disk clutch or the like, and engages the engine output shaft 8 of the internal combustion engine 5 and the second input shaft 28 of the second transmission mechanism 40. It is configured to be possible. By bringing the second clutch 22 into the engaged state, the engine output shaft 8 and the second input shaft 28 can be engaged and rotate together. The first clutch 21 and the second clutch 22 may be a wet multi-plate clutch or a dry single-plate clutch.

  Switching between the engaged state and the disengaged state (released state) of the first clutch 21 and the second clutch 22 is controlled by the ECU 100 via an actuator (not shown). In the dual clutch mechanism 20, the ECU 100 sets the mechanical power from the internal combustion engine 5 to the first clutch 21 or the second clutch 22 by engaging one and releasing the other. The transmission can be transmitted to the vehicle propulsion shaft 66 via one of the first transmission mechanism 30 and the second transmission mechanism 40.

  Here, the detailed structure of the dual clutch mechanism 20 comprised from the 1st clutch 21 and the 2nd clutch 22 is demonstrated using FIG. As shown in FIG. 2, in the dual clutch mechanism 20, a clutch housing 14 a of the dual clutch mechanism 20 is coupled to the engine output shaft 8. That is, the clutch housing 14a rotates integrally with the engine output shaft 8. The clutch housing 14a is configured to be able to accommodate friction plates 27a and 28a described later. On the other hand, the first input shaft 27 of the first transmission mechanism 30 and the second input shaft 28 of the second transmission mechanism 40 are arranged coaxially and have a double shaft structure. Specifically, the first input shaft 27 is configured as a hollow shaft, and the second input shaft 28 extends into the first input shaft 27. The second input shaft 28 that is the inner shaft is configured to be longer than the first input shaft 27 that is the outer shaft. First, the main gears 31a, 33a, 35a of the respective shift stages of the first transmission mechanism 30 are arranged from the engine output shaft 8 side to the vehicle propulsion shaft 66 side, and then, Gear main gears 42a, 44a and 49a are arranged.

  A disc-shaped friction plate 27 a is coupled to the end of the first input shaft 27, while a friction plate 28 a is coupled to the end of the second input shaft 28 in the same manner. The friction plates 27a and 28a are accommodated in the clutch housing 14a. The first clutch 21 has a friction counterpart plate (not shown) provided to face the friction plate 27a, and an actuator (not shown) that drives the friction counterpart plate. When the friction counter plate presses the friction plate 27 a against the clutch housing 14 a, the first clutch 21 can engage the engine output shaft 8 and the first input shaft 27 of the first transmission mechanism 30. Yes.

  Similarly, the second clutch 22 has a friction mating plate (not shown) provided facing the friction plate 28a and presses the friction plate 28a against the clutch housing 14a. The second input shaft 28 of the two speed change mechanism 40 can be engaged. In the dual clutch mechanism 20, the driving of the friction counterpart plate provided corresponding to each of the first and second clutches 21 and 22 is controlled by the ECU 100.

  Further, in the modified dual clutch mechanism 20 according to the present embodiment, as shown in FIG. 3, the drive gear 14 c is coupled to the end of the engine output shaft 8. The first gear 16 and the second gear 18 are meshed with the drive gear 14 c, the first gear 16 is coupled to the first clutch 21, and the second gear 18 is coupled to the second clutch 22. ing. The first clutch 21 is configured to be able to engage the first input shaft 27 of the first transmission mechanism 30 and the first gear 16 that engages with the engine output shaft 8. On the other hand, the second clutch 22 is configured to be able to engage the second input shaft 28 of the second transmission mechanism 40 and the second gear 18 that engages with the engine output shaft 8.

  Each of the first and second clutches 21 and 22 can be constituted by an arbitrary clutch such as a friction clutch. By alternately switching the engaged state and the released state in the first clutch 21 and the second clutch 22, the mechanical power of the internal combustion engine 5 output from the engine output shaft 8 is transferred from the drive gear 14c to the first transmission mechanism. It is transmitted to either the 30 first input shaft 27 or the second input shaft 28 of the second speed change mechanism 40.

  The drive device 10 of the hybrid vehicle 1 is provided with a motor 50 as a prime mover. The motor 50 has a function as an electric motor that converts supplied electric power into mechanical power and outputs it, and a rotating electric machine that has a function as an electric generator that converts input mechanical power into electric power and recovers it, This is a so-called “motor generator”. The motor 50 is constituted by a permanent magnet AC synchronous motor, and receives a three-phase AC power supplied from an inverter 110 described later to form a rotating magnetic field, and a rotor 52 that is attracted to the rotating magnetic field and rotates. And have. The motor 50 is provided with a resolver (not shown) that detects the rotational angle position of the rotor 52, and sends a signal related to the rotational angle position of the rotor 52 to the ECU 100.

  The rotor 52 of the motor 50 is coupled to the first input shaft 27 of the first speed change mechanism 30, and the torque output from the rotor 52 by the motor 50 (hereinafter referred to as output torque) is the second speed change mechanism 40. 2 is transmitted to the input shaft 28. That is, the rotor 52 of the motor 50 and the first input shaft 27 of the first transmission mechanism 30 are engaged. In addition, the motor 50 can convert mechanical power (torque) transmitted from the first output shaft 37 to the rotor 52 into AC power and collect it in the secondary battery 120.

  In the following description, outputting the mechanical power from the rotor 52 of the motor 50 by causing the motor 50 to function as an electric motor is referred to as “powering”. In addition, the torque output from the rotor 52 by the motor 50 is referred to as “motor output torque”. That is, the mechanical power [kW] output from the rotor 52 by the motor 50 is a value obtained by multiplying the rotational speed of the rotor 52 of the motor 50 (hereinafter referred to as “motor rotational speed”) by the motor output torque.

  The hybrid vehicle 1 is provided with an inverter 110 as a power supply device that supplies AC power to the motor 50. The inverter 110 is configured to convert DC power supplied from the secondary battery 120 into AC power and supply the AC power to the motor 50. The inverter 110 is also configured to convert the AC power from the motor 50 into DC power and collect it in the secondary battery 120. The ECU 100 controls the power supply from the inverter 110 to the motor 50 and the power recovery from the motor 50.

  Further, the drive device 10 is provided with a final reduction device 70 that decelerates mechanical power transmitted from the prime mover to the vehicle propulsion shaft 66 and distributes it to the left and right drive shafts 80 that engage with the drive wheels 88. Yes. The final reduction gear 70 includes a drive pinion 68 coupled to the vehicle propulsion shaft 66, and a differential mechanism 74 in which the drive pinion 68 and the ring gear 72 mesh with each other at right angles. The final reduction gear 70 decelerates the mechanical power transmitted from at least one of the prime mover, that is, the internal combustion engine 5 and the motor 50 to the vehicle propulsion shaft 66 by the drive pinion 68 and the ring gear 72, and drives the left and right by the differential mechanism 74. The drive wheel 88 distributed to the shaft 80 and coupled to the drive shaft 80 can be rotationally driven.

  Further, in the hybrid vehicle 1, the internal combustion engine 5 and the motor 50, the shifting operation in the first and second transmission mechanisms 30 and 40, the first and second clutches 21 and 22, and the friction brake 90 are coordinated. An ECU 100 is provided as a control means for controlling. The ECU 100 relates to a signal related to the rotational angle position of the engine output shaft 8 (hereinafter referred to as a crank angle), a signal related to the state of charge (SOC) of the secondary battery 120, and the rotational angle position of the rotor 52 of the motor 50. A signal or the like is detected. In addition, the ECU 100 determines whether the gears selected in the first transmission mechanism 30 and the second transmission mechanism 40, that is, the engagement / release state of the coupling mechanisms 31e to 49e, and the engagement between the first and second clutches 21 and 22. Detect / disconnect state. Further, the ECU 100 detects a signal related to an operation amount of an accelerator pedal (not shown) that is operated by the driver.

  Based on these signals, the ECU 100 calculates various control variables. The control variables include the rotational speed of the engine output shaft 8 of the internal combustion engine 5 (hereinafter referred to as engine rotational speed), the torque output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine output torque), The motor rotation speed, the motor output torque, the traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed), the storage state of the secondary battery 120, and the like are included. The control variables include mechanical power [kW] output from the engine output shaft 8 by the internal combustion engine 5 (hereinafter referred to as engine output power) and mechanical power [kW] output from the rotor 52 by the motor 50 ( Hereinafter, it is referred to as motor output power).

  Based on these control variables, the ECU 100 shifts the first and second transmission mechanisms 30 and 40, that is, switches between the engagement / release states of the coupling mechanisms 31e to 49e, and the first clutch 21 and the second clutch. It is possible to control the switching of the 22 engagement / release states. Further, the ECU 100 can control the motor output torque and the motor rotation speed, and the engine output torque and the engine rotation speed of the internal combustion engine 5.

  In the hybrid vehicle 1 configured as described above, the ECU 100 selects one of the first gear stages 31, 33, 35 of the first gear mechanism 30 and selects a corresponding coupling mechanism. The engine output shaft 8 is connected to the first input shaft 27, the first output shaft 37, the power integrated gear by engaging the first clutch 21 and releasing the second clutch 22. 58, the vehicle propulsion shaft 66 and the final reduction gear 70 are engaged with the drive shaft 80. Thus, the first speed change mechanism 30 receives the mechanical power output from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 by the first input shaft 27, and each speed stage (odd number stage) 31. , 33, 35 and changing the torque to change the torque, it is possible to output toward the drive shaft 80 engaged with the drive wheel 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the second output shaft 48 of the second transmission mechanism 40 via the power integration gear 58. When the ECU 100 selects any one of the second gear stages 42, 44, 49 of the second transmission mechanism 40 and puts the corresponding coupling mechanisms 42e, 44e, 49e into an engaged state. The mechanical power transmitted from the power integrated gear 58 to the second output shaft 48 is shifted by any one of the respective shift speeds (even speeds and reverse speeds) 42, 44, 49 of the second speed change mechanism 40. The second input shaft 27 is rotated by being transmitted to the second input shaft 28.

  On the other hand, the ECU 100 selects one of the second speed stages 42, 44, 49 of the second speed change mechanism 40, and puts the corresponding coupling mechanisms 42e, 44e, 49e into an engaged state. Further, the engine output shaft 8 is made to be the second input shaft 28, the second output shaft 48, the power integrated gear 58, the vehicle by bringing the second clutch 22 into the engaged state and releasing the first clutch 21. The drive shaft 80 is engaged via the propulsion shaft 66 and the final reduction gear 70. As a result, the second speed change mechanism 40 receives the mechanical power output from the internal combustion engine 5 by the second input shaft 28, and any one of the respective shift speeds (even speeds and reverse speeds) 42, 44, 49. It is possible to change the speed by one shift stage and output it toward the drive shaft 80 engaged with the drive wheel 88.

  In this case, the rotation of the drive wheel 88 is transmitted to the first output shaft 37 of the first transmission mechanism 30 via the power integration gear 58. When the ECU 100 selects any one of the first group of gears 31, 33, and 35 of the first gear mechanism 30 and engages the corresponding coupling mechanism 31e, 33e, and 35e. The mechanical power transmitted from the power integrated gear 58 to the first output shaft 37 is shifted by any one of the respective shift stages (odd stages) 31, 33, 35 of the first transmission mechanism 30, and the motor This is transmitted to the first input shaft 27 with which the 50 rotors 52 are engaged, and the first input shaft 27 is rotated.

  In the hybrid vehicle 1 configured as described above, the power transmission between the engine output shaft 8 and the vehicle propulsion shaft 66 is interrupted at the time of shifting by alternately switching the first clutch 21 and the second clutch 22. Can be suppressed and will be described below.

  First, the ECU 100 selects one of the shift stages 31 to 44 of the first and second transmission mechanisms 30 and 40. For example, when the selected gear stage is the first speed gear stage 31 among the first stage (odd number) gear stages 31, 33, 35 of the first transmission mechanism 30, the ECU 100 sets the first gear stage 31 to the first speed gear stage 31. The corresponding first speed coupling mechanism 31e is brought into the engaged state, and the coupling mechanisms 33e and 35e are brought into the released state. At the same time, the ECU 100 brings the first clutch 21 into an engaged state and puts the second clutch 22 into a released state. As a result, the driving device 10 receives the mechanical power from the internal combustion engine 5 by the first input shaft 27, and is the first selected shift stage among the first stage (odd number) shift stages 31, 33, 35. The speed is changed by the first gear 31 and transmitted from the first output shaft 37 to the drive shaft 80, so that the drive wheels 88 can be rotationally driven.

  At this time, the ECU 100 is one step higher (high gear) than the first speed gear 31 selected in the first speed change mechanism 30 among the second speed (42) of the second group (even speed) of the second speed change mechanism 40. By engaging the second speed coupling mechanism 42e corresponding to the second speed gear stage 42, which is the side gear position, the second input shaft 28 of the second speed change mechanism 40 is idled, The second clutch 22 is provided for engaging operation at the time of shifting to the second gear stage 42 (upshift).

  Then, when a shift (upshift) to the second gear stage 42, which is the second gear group (even number) of the second transmission mechanism 40, is selected, the ECU 100 releases the first clutch 21. However, by bringing the second clutch 22 into the engaged state, the driving device 10 performs an operation of re-clipping the first clutch 21 and the second clutch 22, so-called “clutch-to-clutch”. With this operation, the driving device 10 gradually moves the power transmission path from the engine output shaft 8 from the first input shaft 27 of the first transmission mechanism 30 to the second input shaft 28 of the second transmission mechanism 40. The shift to the second gear stage 42 is completed.

  In this way, the drive device 10 transmits power from the engine output shaft 8 to the drive shaft 80 at the time of shifting from the first speed gear stage 31 that is an odd-numbered stage to the second speed gear stage 42 that is an even-numbered stage. It is possible to change the speed without causing any interruption.

  Moreover, the hybrid vehicle 1 can implement | achieve various vehicle driving | running | working (running mode) by using together or selecting and using the internal combustion engine 5 and the motor 50 as a motor. For example, there are “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover, “HV running” in which the internal combustion engine 5 and the motor 50 are used in combination as a prime mover, and “motor running” in which only the motor 50 is selectively used as a prime mover.

  These vehicle travels are automatically and sequentially switched by the ECU 100 in accordance with the vehicle driving force required by the driver and the storage state of the secondary battery 120 that stores the power supplied to the motor 50. Hereinafter, the control of the ECU 100 in each travel mode and the operations of the internal combustion engine 5, the first clutch 21 and the second clutch 22, the first transmission mechanism 30, the second transmission mechanism 40, and the motor 50 will be described together.

  The ECU 100 causes the first clutch 21 to be in an engaged state and the second clutch 22 to be in a released state, so that the drive device 10 can transfer mechanical power from the engine output shaft 8 of the internal combustion engine 5 to the first input shaft. 27, and the speed is changed by any one of the speed stages 31, 33, 35 of the first speed change mechanism 30, and transmitted from the first output shaft 37 to the drive shaft 80 via the power integrated gear 58, and the drive wheels 88 are transmitted. It can be rotated. In this way, the hybrid vehicle 1 can realize “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover.

  In this case, since the second output shaft 48 is engaged with the drive wheel 88 and the drive shaft 80 via the power integration gear 58, one of the coupling mechanisms 42e and 44e of the second transmission mechanism 40 is provided. When in the engaged state, the second input shaft 28 rotates in accordance with the traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed).

  At this time, the ECU 100 causes the motor 50 to power and transmit the output torque from the rotor 52 to the first input shaft 27, so that the drive device 10 and the mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the motor 50. The mechanical power from the rotor 52 can be integrated by the first input shaft 27, shifted by the first transmission mechanism 30, and transmitted to the drive shaft 80 via the power integration gear 58. Thus, the hybrid vehicle 1 can realize “HV traveling” in which the internal combustion engine 5 and the motor 50 are used together as a prime mover when the first clutch is engaged.

  On the other hand, when the ECU 100 releases the first clutch 21 and engages the second clutch 22, the driving device 10 receives the mechanical power from the engine output shaft 8 by the second input shaft 28. The speed is changed by any one of the speed stages 42 and 44 of the second speed change mechanism 40 and transmitted from the second output shaft 48 to the drive shaft 80 via the power integration gear 58 to rotationally drive the drive wheels 88. The hybrid vehicle 1 can realize “engine running” in which only the internal combustion engine 5 is selectively used as a prime mover.

  In this case, since the first output shaft 37 is engaged with the drive wheel 88 and the drive shaft 80 via the power integration gear 58, one of the coupling mechanisms 31e, 33e, and 35e of the first transmission mechanism 30 is selected. When one is in the engaged state, the first input shaft 27 rotates in accordance with the traveling speed of the hybrid vehicle 1 (hereinafter referred to as vehicle speed).

  At this time, the ECU 100 causes the motor 50 to power and transmit the output torque from the rotor 52 to the first input shaft 27, so that the driving device 10 can generate mechanical power from the rotor 52 of the motor 50 and the engine of the internal combustion engine 5. The mechanical power from the output shaft 8 can be shifted by the first speed change mechanism 30 and the second speed change mechanism 40, and can be integrated by the power integration gear 58 and transmitted to the drive shaft 80. Thus, the hybrid vehicle 1 can realize “HV traveling” in which the internal combustion engine 5 and the motor 50 are used together as a prime mover when the second clutch 22 is engaged.

  In addition, when the hybrid vehicle 1 performs motor travel, unlike the above-described engine travel and HV travel control, the ECU 100 controls both the first clutch 21 and the second clutch 22 to the disengaged state, and the motor 50. To power. The ECU 100 selects any one of the shift stages 31, 33, 35 of the first transmission mechanism 30 and puts the coupling mechanism corresponding to the shift stage into an engaged state. The driving device 10 receives the mechanical power from the motor 50 by the first input shaft 27, changes the speed at a selected speed among the speeds 31, 33, and 35 of the first speed change mechanism 30, and integrates the power integrated gear 58. To the drive shaft 80.

  In such a hybrid vehicle 1, during the vehicle acceleration in which the hybrid vehicle 1 is accelerated by performing the above-described HV traveling and using the internal combustion engine 5 and the motor 50 together, the rotor 52 of the motor 50 is connected to the first input shaft 27. The engaging first transmission mechanism 30 is required to shift to a higher speed. By shifting to the high speed side gear stage, it is possible to suppress an excessive increase in the motor rotation speed, and to set the motor rotation speed to a rotation speed at which mechanical power can be efficiently output from the motor 50.

  However, in the hybrid vehicle 1 as described above, the first speed change mechanism 30 cannot perform a shift operation to shift to a higher speed gear stage while the motor 50 is powered. In order to perform a speed change operation in the first speed change mechanism 30, it is necessary to create a state in which no torque acts between the first input shaft 27 and the drive wheels 88. In addition, during the acceleration of the vehicle using both the internal combustion engine 5 and the motor 50, if the power running of the motor 50 is stopped instantaneously, the drive torque acting on the drive wheels 88 is reduced correspondingly, so that the acceleration of the hybrid vehicle 1 is reduced. There also arises a problem that fluctuations occur.

  Therefore, in the hybrid vehicle drive device according to the present embodiment, the ECU as the control means shifts the shift stage of the first transmission mechanism to the higher speed side during vehicle acceleration in which the internal combustion engine and the motor are used together as the prime mover. In this case, the motor output torque is set to zero while the second clutch is engaged, and the speed change operation of the first speed change mechanism is performed. A control process (hereinafter simply referred to as “acceleration control”) will be described with reference to FIG. 1, FIG. 4 and FIG.

  FIG. 4 is a flowchart illustrating acceleration control executed by the ECU. FIG. 5 is a timing chart for explaining the operation of the hybrid vehicle and the drive device when acceleration control is performed. In the present embodiment, as an example, a case will be described in which the hybrid vehicle 1 is accelerated by HV traveling from a vehicle stop state (shown at time T1a in FIG. 5). The following acceleration control is repeatedly executed when the hybrid vehicle 1 is accelerated by HV traveling.

  As shown in FIG. 4, in step S100, the ECU 100 acquires various control variables related to acceleration control. Specifically, the engine rotation speed, engine output torque, engine output power, motor rotation speed, motor output torque, engagement / release state of the first clutch 21 and the second clutch 22, the first transmission mechanism 30 of the internal combustion engine 5. In addition, a signal relating to the shift speed selected in the second speed change mechanism 40, the operation amount of the accelerator pedal, and the like are acquired.

  As shown in FIG. 5, from time T1a, the hybrid vehicle 1 starts vehicle acceleration from a state where the vehicle speed is zero. At this time, the ECU 100 selects the first speed gear 31 in the first transmission mechanism 30 and keeps the first clutch 21 engaged. The ECU 100 operates the internal combustion engine 5 to generate engine output torque, and causes the motor 50 to power to generate motor output torque to start vehicle acceleration. The drive device 10 receives the mechanical power from the engine output shaft 8 of the internal combustion engine 5 by the first input shaft 27 via the first clutch 21 and also receives the mechanical power from the rotor 52 of the motor 50 in the first manner. Received by the input shaft 27. The drive device 10 integrates the mechanical power from the internal combustion engine 5 and the mechanical power from the motor 50 with the first input shaft 27, changes the speed with the first speed gear stage 31 of the first transmission mechanism 30, and The hybrid vehicle 1 is propelled from the output shaft 37 to the drive wheels 88 via the power integration gear 58.

  As a result, the engine rotation speed and the motor rotation speed increase substantially in proportion to the increase in the vehicle speed from the time point T1a. At this time, the ECU 100 selects the second speed gear stage 42 in the second transmission mechanism 40 and disengages the second clutch. Thus, the drive device 10 is prepared for a shift from the first speed gear stage 31 to the second speed gear stage 42 by causing the second input shaft 28 to idle according to the rotational speed of the vehicle propulsion shaft 66.

  At this time, in step S102, the ECU 100 determines whether or not the engine output torque exceeds zero. That is, it is determined whether the internal combustion engine 5 is operating and mechanical power is output from the engine output shaft 8. This determination can be made by other methods such as whether or not the engine output power exceeds zero. If it is determined that the engine output torque does not exceed zero (No), the process returns to step S100 again.

  On the other hand, if it is determined that the engine output torque exceeds zero (Yes), that is, if the internal combustion engine 5 is outputting mechanical power from the engine output shaft 8, the process proceeds to step S104, where the ECU 100 It is determined whether or not the clutch 22 is engaged. That is, whether or not the mechanical power from the engine output shaft 8 of the internal combustion engine 5 is transmitted to the vehicle propulsion shaft 66 engaged with the drive wheels 88 via the second clutch 22 and the second transmission mechanism 40. judge.

  If it is determined in step S104 that the second clutch 22 is not engaged (No), that is, the first clutch 21 is engaged, the mechanical power from the engine output shaft 8 is transferred to the first clutch 21 and If it is transmitted to the vehicle propulsion shaft 66 via the first transmission mechanism 30, the process returns to step S100.

  The ECU 100 releases the first clutch 21 from the engaged state from the time point T1e when the engine rotational speed of the internal combustion engine 5 reaches the speed change rotational speed from the first speed gear stage 31 to the second speed gear stage 42. In addition, the second clutch 22 is changed from the disengaged state to the engaged state, and the speed is changed from the first speed gear stage 31 to the second speed gear stage 42. This shift is completed at time T2a. Note that the speed change speed is obtained in advance by a conformity experiment or the like, and is stored in a ROM (not shown) of the ECU 100 as a control constant.

  From this time T2a, the drive device 10 receives the mechanical power from the engine output shaft 8 of the internal combustion engine 5 by the second input shaft 28, and shifts to the second speed gear stage 42 of the second transmission mechanism 40. And transmitted from the second output shaft 48 to the vehicle propulsion shaft 66. In addition, the driving device 10 receives mechanical power from the rotor 52 of the motor 50 by the first input shaft 27, changes the speed at the first speed gear stage 31 of the first transmission mechanism 30, and outputs the first output shaft 37. To the drive shaft 80 via the power integrated gear 58. The mechanical power from the engine output shaft 8 and the mechanical power from the rotor 52 are integrated by the power integration gear 58 and transmitted to the drive wheels 88.

  In this state, the second clutch 22 is in the engaged state in step S104 (Yes), and the drive device 10 transmits the mechanical power from the engine output shaft 8 via the second clutch 22 and the second transmission mechanism 40 to the vehicle. It is determined that the propulsion shaft 66 is transmitted, and the process proceeds to step S106.

  In step S106, the ECU 100 determines whether or not the motor output torque exceeds zero, that is, whether or not the motor 50 is powered. If it is determined that the motor output torque is less than or equal to zero (No), that is, it is determined that the motor 50 is not powered, the process returns to step S100.

  On the other hand, if it is determined that the motor output torque exceeds zero (Yes) as in the state immediately after time T2a shown in FIG. 5, the gear stage selected in the first transmission mechanism 30 in step S108 is: It is determined whether or not the speed is lower than the speed selected in the second speed change mechanism 40. If it is determined that the gear position of the first transmission mechanism 30 is higher than the gear position of the second transmission mechanism 40 (No), the process returns to step S100.

  On the other hand, as immediately after the time point T2a, the speed stage selected in the first speed change mechanism 30 is the first speed gear stage 31, and from the second speed gear stage 42 selected in the second speed change mechanism 40, If it is determined that the speed is low (Yes), in step S110, the ECU 100 sets the target value of the motor output torque to zero.

  In step S112, the ECU 100 performs control to reduce the motor output torque toward zero. Specifically, the ECU 100 gradually decreases the motor output torque from the current value to zero. For example, the ECU 100 is configured so that the value obtained by adding the mechanical power output from the rotor 52 to the mechanical power output from the engine output shaft 8 by the internal combustion engine 5 increases as time elapses from the time point T2a. The engine output torque of the internal combustion engine 5 and the motor output torque of the motor 50 are controlled in coordination. As a result, when the motor output torque is reduced to zero during vehicle acceleration, it is possible to suppress the driver's feeling of deceleration as much as possible.

  In step S114, ECU 100 determines whether the motor output torque has reached zero. That is, it is determined whether or not the first input shaft 27 with which the rotor 52 of the motor 50 is engaged is in an idle state and the first speed change mechanism 30 can perform a speed change operation. If it is determined that the motor output torque has not reached zero (No), the process returns to step S112, and the motor output torque continues to decrease.

  On the other hand, when it is determined that the motor output torque is zero (Yes), the first input shaft 27 of the first transmission mechanism 30 is idling, and between the first input shaft 27 and the first output shaft 37, The ECU 100 determines that a state in which no torque is applied has been created and, as shown by (1 → 3 speed change) in FIG. A shift operation for shifting to the third speed gear stage 33 on the side is executed. Specifically, after the speed change operation in the first speed change mechanism 30 is started and the first speed coupling mechanism 31e is released from the engaged state, the third speed coupling mechanism 33e is changed from the released state to the engaged state. The gear shifting operation is performed. This speed change operation is started from time T2c when the power running of the motor 50 is stopped and the motor output torque becomes zero.

  In step S118, ECU 100 determines whether or not the speed change operation in first speed change mechanism 30 has been completed. If it is determined that the speed change operation has not been completed (No), the process returns to step S116.

  On the other hand, when it is determined that the speed change operation in the first speed change mechanism 30 is completed (Yes), the ECU 100 restarts the power running of the motor 50 in step S120. At time T2d when the speed change operation is completed in the first speed change mechanism 30, the ECU 100 gradually increases the motor output torque from zero according to the passage of time. As described above, the first speed change mechanism 30 changes the speed to a higher speed, thereby reducing the motor rotation speed at the time T2d at which the powering of the motor is resumed compared to the time T2c before the speed change. . Thereby, mechanical power can be efficiently generated in the motor 50.

  The drive device 10 shifts the mechanical power output from the motor 50 to the first input shaft 27 by the third speed gear stage 33 of the first transmission mechanism 30 and transmits the mechanical power from the first output shaft 37 to the vehicle propulsion shaft 66. To do. On the other hand, the drive device 10 transmits the mechanical power from the engine output shaft 8 of the internal combustion engine 5 to the second transmission mechanism 40 via the second clutch 22, and is shifted by the second speed gear stage 42. 2 is transmitted from the output shaft 48 to the vehicle propulsion shaft 66. The drive device 10 integrates mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 with the power integrated gear 58 and drives the drive wheels 88 to accelerate the hybrid vehicle 1. And it returns to step S100 again.

  Then, from the time T2e when the engine speed of the internal combustion engine 5 reaches the speed change speed from the second speed gear stage 42 to the third speed gear stage 33, the ECU 100 releases the first clutch 21 from the released state to the engaged state. In addition, the second clutch 22 is changed from the engaged state to the released state, and the speed is changed from the second speed gear stage 42 to the third speed gear stage 33. This shift is completed at time T3a.

  From this time T3a, the driving device 10 receives the mechanical power from the engine output shaft 8 of the internal combustion engine 5 by the first input shaft 27 via the first clutch 21, and mechanically from the rotor 52 of the motor 50. Power is received by the first input shaft 27. The drive device 10 integrates the mechanical power from the internal combustion engine 5 and the mechanical power from the motor 50 by the first input shaft 27, changes the speed at the third speed gear stage 33 of the first transmission mechanism 30, and The hybrid vehicle 1 is propelled from the output shaft 37 to the drive wheels 88 via the power integration gear 58.

  While the second clutch 22 is in the disengaged state from this time T3a to the time T3e when the engine speed reaches the speed change speed from the third speed gear stage 33 to the fourth speed gear stage 44, FIG. As shown in (4th shift), the ECU 100 shifts the second speed gear stage 42 from the second speed gear stage 42 to the fourth speed gear stage 44 in the second transmission mechanism 40, and puts the fourth speed gear stage 44 into a standby state, so-called up. By performing the standby, the gear shift to the fourth speed gear stage 44 that starts from the time point T3e is prepared.

  Then, from the time T3e when the engine rotation speed reaches the transmission rotation speed from the third speed gear stage 33 to the fourth speed gear stage 44, the ECU 100 shifts the first clutch 21 from the engaged state to the released state. 2. Shift the clutch 2 from the disengaged state to the engaged state to the fourth gear. This shift is completed at time T4a.

  From this time T4a, the second clutch 22 is in an engaged state, and the driving device 10 changes the mechanical power from the engine output shaft 8 by the fourth speed gear stage 44 of the second transmission mechanism 40. The power is transmitted from the power integrated gear 58 to the drive shaft 80. During this time, the ECU 100 executes the control of steps S104 to S120 in FIG. 4, stops the power running of the motor 50 at time T4c, and sets the motor output torque to zero. A gear shifting operation is performed for shifting from the gear stage 33 to the fifth gear stage 35 on the higher speed side. Then, at the time T4d when this speed change operation is completed, the ECU 100 restarts the power running of the motor 50 and accelerates the hybrid vehicle 1 using the internal combustion engine 5 and the motor 50 together as a prime mover.

  As described above, in the driving device 10 of the hybrid vehicle 1, the ECU 100 as the control means is configured so that the rotor 52 of the motor 50 is the first during the acceleration of the vehicle using the internal combustion engine 5 and the motor 50 together as a prime mover (after time T1a). When shifting the shift stage of the first transmission mechanism 30 engaged with the input shaft 27 to a higher shift stage, the second clutch 22 is engaged and the machine from the engine output shaft 8 of the internal combustion engine 5 is engaged. By stopping the power running of the motor 50 and reducing the motor output torque to zero while the dynamic power is transmitted to the vehicle propulsion shaft 66 via the second speed change mechanism 40 (for example, from time T2a to time T2e). A period during which no torque acts between the first input shaft 27 and the first output shaft 37 of the first transmission mechanism 30 (for example, time T2c to time T2d) can be created.

  During the period in which the motor output torque is zero, the speed change operation for changing the speed of the first speed change mechanism 30 (for example, the first speed gear 31 to the higher speed (third speed gear 33)). Thus, the motor rotation speed can be reduced, whereby the increased motor rotation speed is reduced during the vehicle acceleration in which the internal combustion engine 5 and the motor 50 are used together as a prime mover. The hybrid vehicle 1 can be accelerated by generating mechanical power.

  As described above, the driving apparatus 10 according to the present embodiment receives the mechanical power from the engine output shaft 8 and the rotor 52 by the first input shaft 27 engaged with the rotor 52, and a plurality of speed stages 31. , 33, 35, the first speed change mechanism 30 capable of changing the speed by one of them and outputting it toward the drive shaft 80, and the mechanical power from the engine output shaft 8 are received by the second input shaft 28, The second speed change mechanism 40 that can change the speed by any one of the shift stages 42, 44, and 49 and output it toward the drive shaft 80, and the engine output shaft 8 and the first input shaft 27 can be engaged. The first clutch 21, the second clutch 22 capable of engaging the engine output shaft 8 and the second input shaft 28, the engaged / released state of the first and second clutches 21 and 22, the first and second The speed change operation in the two speed change mechanisms 30 and 40 and the motor 50 And a ECU100 as controllable control means of the motor output torque.

  The ECU 100 engages the second clutch 22 when shifting the gear stage of the first transmission mechanism 30 to a higher gear stage during vehicle acceleration using both the internal combustion engine 5 and the motor 50 as a prime mover. Thus, while the mechanical power from the engine output shaft 8 is transmitted to the drive shaft 80 via the second speed change mechanism 40, the motor output torque is made zero and the speed change operation of the first speed change mechanism 30 is performed. Therefore, during acceleration of the vehicle using both the internal combustion engine 5 and the motor 50, the increased motor rotation speed can be reduced, and the hybrid vehicle 1 can be accelerated by efficiently generating mechanical power from the motor 50. .

  In the present embodiment, the ECU 100 stops the power running of the motor 50, starts the speed change operation of the first speed change mechanism 30, completes the speed change operation of the first speed change mechanism 30, and powers the motor 50. It was supposed to resume. Except for the period during which the first speed change mechanism 30 is performing a speed change operation, the motor 50 can be powered and the acceleration of the hybrid vehicle 1 can be made as high as possible.

  In the present embodiment, the ECU 100 gradually changes the motor output torque from the current value to zero when performing the speed change operation of the first speed change mechanism 30, so the speed change operation of the first speed change mechanism 30 described above. It is possible to suppress the acceleration of the hybrid vehicle 1 from instantaneously decreasing and giving the driver a feeling of deceleration when performing the vehicle.

  In this embodiment, the ECU 100 performs mechanical power output from the rotor 52 of the motor 50 to mechanical power output from the engine output shaft of the internal combustion engine 5 when performing the speed change operation of the first speed change mechanism 30. The motor output torque is gradually changed from the current value to zero so that the value added with time increases as time elapses, but the method of gradually changing the motor output torque to zero is not limited to this. Any method can be used as long as the fluctuation of the acceleration of the hybrid vehicle 1 can be suppressed as much as possible.

  In the present embodiment, the first group of gears 31, 33, and 35 of the first transmission mechanism 30 in which the rotor 52 of the motor 50 engages with the first input shaft 27 are composed of odd-numbered gears. On the other hand, the second gear stages 42 and 44 of the second transmission mechanism 40 are configured with even-numbered stages and reverse speed stages. However, the configuration of the gear stages in the first and second transmission mechanisms is as follows. It is not limited to. For example, the first group of gears of the first transmission mechanism may be configured with even and reverse gears, and the second group of gears of the second transmission mechanism may be configured with odd gears.

  In this embodiment, the motor 50 provided as a prime mover functions as an electric motor that converts supplied electric power into mechanical power and outputs it, and a generator that converts input mechanical power into electric power. However, the motor according to the present invention is not limited to this. The motor as the prime mover is only required to be able to output mechanical power from the rotor to the input shaft of the speed change mechanism. For example, the motor may be configured by an electric motor having only a function of converting supplied power into mechanical power and outputting it.

  In this embodiment, the drive device 10 shifts mechanical power from the engine output shaft 8 of the internal combustion engine 5 and the rotor 52 of the motor 50 by at least one of the first transmission mechanism 30 and the second transmission mechanism 40. Thus, the power integrated gear 58 is transmitted to the drive shaft 80 via the vehicle propulsion shaft 66 and the differential mechanism 74 of the final reduction gear 70, but from the first transmission mechanism 30 and the second transmission mechanism 40, The mode of power transmission to the drive shaft 80 is not limited to this. In the drive device 10, the first transmission mechanism 30 and the second transmission mechanism 40 only need to be able to output the mechanical power received by the first input shaft 27 and the second input shaft 28 toward the drive shaft 80, respectively. For example, the power integrated gear 58 or the first and second drive gears 37c and 48c meshing with the power integrated gear 58 may directly drive the ring gear 72 of the differential mechanism 74.

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

1 is a schematic diagram illustrating a schematic configuration of a hybrid vehicle according to an embodiment. It is a schematic diagram explaining the structure of the dual clutch mechanism which concerns on a present Example. It is a schematic diagram explaining the structure of the dual clutch mechanism of the modification concerning a present Example. It is a flowchart which shows the acceleration control which the control means (ECU) of the hybrid vehicle which concerns on a present Example performs. It is a timing chart explaining an example of operation of a hybrid vehicle and a drive device in case acceleration control which control means (ECU) concerning this example performs is performed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Internal combustion engine 8 Engine output shaft 10 Drive apparatus (drive apparatus for hybrid vehicles)
DESCRIPTION OF SYMBOLS 20 Dual clutch mechanism 21 1st clutch 22 2nd clutch 27 1st input shaft 28 2nd input shaft 30 1st transmission mechanism 31,33,35 Gear stage (shift stage)
37 1st output shaft 48 2nd output shaft 40 2nd speed change mechanism 42, 44, 49 Gear stage (speed stage)
50 Motor (motor generator)
52 Motor rotor 58 Power integrated gear 66 Vehicle propulsion shaft 70 Final reduction device 80 Drive shaft 88 Drive wheel 100 Electronic control device (ECU, control means) of hybrid vehicle drive device

Claims (4)

Used as a prime mover in a hybrid vehicle equipped with an internal combustion engine and a motor. The mechanical power output from the engine output shaft of the internal combustion engine and the rotor of the motor is shifted by a speed change mechanism to be used as a drive shaft engaged with a drive wheel. A hybrid vehicle drive device capable of transmission,
A mechanical input from the engine output shaft and the rotor is received by the first input shaft engaged with the rotor, and the first power that can be output to the drive shaft after being shifted by any one of the plurality of shift stages. A transmission mechanism;
A second speed change mechanism capable of receiving mechanical power from the engine output shaft by the second input shaft, shifting the speed by any one of a plurality of shift stages, and outputting the result toward the drive shaft;
A first clutch capable of engaging the engine output shaft and the first input shaft;
A second clutch capable of engaging the engine output shaft and the second input shaft;
Control means capable of controlling an engaged / released state of the second clutch, a speed change operation in the first speed change mechanism, and a motor output torque that is a torque output from the rotor of the motor;
Have
The control means
During acceleration of a vehicle that uses both an internal combustion engine and a motor as a prime mover, when shifting the gear position of the first speed change mechanism to a higher gear position, the motor output is maintained while the second clutch is engaged. A drive device for a hybrid vehicle, wherein the first speed change mechanism performs a speed change operation with zero torque. In the hybrid vehicle drive device according to claim 1,
The control means
A hybrid vehicle drive device characterized by stopping the power running of the motor and starting the speed change operation of the first speed change mechanism, completing the speed change operation of the first speed change mechanism and restarting the power running of the motor. In the hybrid vehicle drive device according to claim 1 or 2,
The control means
A hybrid vehicle drive device characterized by gradually changing a motor output torque from a current value to zero when performing a speed change operation of the first speed change mechanism. In the hybrid vehicle drive device according to any one of claims 1 to 3,
The control means
When the speed selected in the first speed change mechanism is a speed lower than the speed selected in the second speed change mechanism, the motor output torque is set to zero and the speed change operation is performed in the first speed change mechanism. A drive device for a hybrid vehicle, characterized in that:

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