JP2018043583A - Hybrid vehicle - Google Patents

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JP2018043583A
JP2018043583A JP2016178643A JP2016178643A JP2018043583A JP 2018043583 A JP2018043583 A JP 2018043583A JP 2016178643 A JP2016178643 A JP 2016178643A JP 2016178643 A JP2016178643 A JP 2016178643A JP 2018043583 A JP2018043583 A JP 2018043583A
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speed
combustion engine
internal combustion
gear
transmission
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JP6438923B2 (en
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光夫 村岡
Mitsuo Muraoka
光夫 村岡
博美 川原田
Hiromi Kawaharada
博美 川原田
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Honda Motor Co Ltd
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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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of changing a speed while avoiding a drive power from dropping down to below a predetermined level with respect to a required drive power.SOLUTION: A hybrid vehicle comprises: an internal combustion engine; an electric motor; and a transmission for transmitting a power from either the internal combustion engine or the electric motor to driving wheels while changing a speed; and a control unit. The transmission comprises: a first transmission part, connected to the internal combustion engine through first connecting/disconnecting means, and capable of selecting multiple gears through first switching means; and a second transmission part, connected to the internal combustion engine through second connecting/disconnecting means, and capable of selecting multiple gears through second switching means. A power from at least one of the internal combustion engine and the electric motor is input to the first transmission part, while a power from the internal combustion engine is input to the second transmission part. When a third speed EV travel is switched to a first speed EV during driving, and an actual drive power is predicted to drop down to below a required drive power during the switching period, the control unit performs control to shift from a third speed EV travel to a second speed ENG travel.SELECTED DRAWING: Figure 6

Description

本発明は、ハイブリッド車両に関する。   The present invention relates to a hybrid vehicle.

特許文献１には、内燃機関と、モータと、ツインクラッチ式変速機を備えた車両用駆動装置が適用されたハイブリッド車両が開示されている。このハイブリッド車両では、第１クラッチを介して奇数段変速部が内燃機関に接続され、第２クラッチを介して偶数段変速部が内燃機関に接続されるとともに偶数段変速部がモータに直結され、偶数段変速部を介してモータの動力でＥＶ走行を行うことができるように構成されている。   Patent Document 1 discloses a hybrid vehicle to which a vehicle drive device including an internal combustion engine, a motor, and a twin clutch transmission is applied. In this hybrid vehicle, the odd-numbered transmission unit is connected to the internal combustion engine through the first clutch, the even-stage transmission unit is connected to the internal combustion engine through the second clutch, and the even-stage transmission unit is directly connected to the motor, The vehicle is configured to be able to perform EV traveling with the power of the motor via the even-numbered speed change unit.

特許第４２８５５７１号公報Japanese Patent No. 4285571

特許文献１に記載のハイブリッド車両では、偶数段変速部を介したモータの動力のみによるＥＶ走行中に、変速ギア段を偶数段変速部における現在の変速ギア段（例えば、第４速ギア段）よりも低い変速ギア段（例えば、第２速ギア段）に切り替えてＥＶ走行を行う際、当該切り替え時におけるハイブリッド車両のアクセルペダルが踏み込まれた状態であると、変速ギア段の切り替え期間に駆動力抜けが発生する可能性がある。   In the hybrid vehicle described in Patent Document 1, the current shift gear stage (for example, the fourth speed gear stage) in the even-numbered transmission section is changed to the shift gear stage during EV traveling using only the power of the motor via the even-stage transmission section. When EV driving is performed by switching to a lower transmission gear stage (for example, the second gear stage), if the accelerator pedal of the hybrid vehicle is depressed at the time of the switching, driving is performed during the transmission gear stage switching period. Power loss may occur.

図１２は、特許文献１に記載のハイブリッド車両が登坂路を第４速ＥＶ走行中に第２速ＥＶ走行に移行する際のアクセルペダル開度（ＡＰ開度）、車速（ＶＰ）、モータが出力するトルク（ＭＯＴトルク）、偶数段変速部における変速ギア段の位置、走行路の勾配、及び要求駆動力に対する実駆動力の各経時変化を示す図である。図１２に示すように、第４速ＥＶ走行中に走行路の登り勾配が増大し、ＡＰ開度は正の所定値を維持しているものの車速ＶＰが低下してきたために、現在選択されている第４速ギア段より低い第２速ギア段に切り替えて第２速ＥＶ走行へ移行する場合には、変速ギア段を切り替えるためにモータの出力を一度停止し、偶数段変速部をニュートラルとした状態でモータの回転数合わせを行った後、第２速ギア段を選択した状態でモータの出力を上げていく。このため、第４速ギア段が選択された状態でモータの出力を停止してから第２速ギア段が選択された状態でモータの出力が再開されるまでの期間（ギア段切り替え期間）には、ハイブリッド車両において実際に得られる駆動力（実駆動力）は、ＡＰ開度及び車速ＶＰに基づく要求駆動力に対して大きく低下する。こういった駆動力抜けが発生すると加減速の大きな変化が生じ、ハイブリッド車両の商品性が低下するため好ましくない。   FIG. 12 shows an accelerator pedal opening (AP opening), a vehicle speed (VP), and a motor when the hybrid vehicle described in Patent Document 1 shifts to the second speed EV traveling on the uphill road during the fourth speed EV traveling. It is a figure which shows each time-dependent change of the actual driving force with respect to the torque (MOT torque) to output, the position of the transmission gear stage in an even-numbered transmission part, the gradient of a travel path, and a request | required driving force. As shown in FIG. 12, the climbing slope of the travel path increases during the fourth speed EV travel, and the AP opening degree is maintained at a positive predetermined value, but the vehicle speed VP has decreased, so it is currently selected. When switching to the 2nd speed EV traveling by switching to the 2nd speed gear stage lower than the 4th speed gear stage, the motor output is stopped once to switch the transmission gear stage, and the even speed transmission section is set to neutral. After adjusting the rotation speed of the motor in this state, the output of the motor is increased with the second gear stage selected. For this reason, in a period (gear stage switching period) from when the output of the motor is stopped with the fourth speed gear stage selected to when the output of the motor is resumed with the second speed gear stage selected. The driving force (actual driving force) actually obtained in the hybrid vehicle is greatly reduced with respect to the required driving force based on the AP opening and the vehicle speed VP. If such driving force loss occurs, a large change in acceleration / deceleration occurs, which is not preferable because the merchantability of the hybrid vehicle decreases.

本発明の目的は、要求駆動力に対して駆動力が所定以上に低下することなく変速可能なハイブリッド車両を提供することである。   An object of the present invention is to provide a hybrid vehicle capable of shifting without reducing the driving force to a predetermined level or more with respect to the required driving force.

上記の目的を達成するために、請求項１に記載の発明は、
内燃機関（例えば、後述の実施形態での内燃機関１０６）と、
電動機（例えば、後述の実施形態での電動機１０７）と、
前記内燃機関及び前記電動機の少なくとも一方からの動力を変速して駆動輪に伝達する変速機（例えば、後述の実施形態での変速機１１０）と、
前記内燃機関、前記電動機及び前記変速機を制御する制御部（例えば、後述の実施形態でのＥＣＵ１０５）と、を備えるハイブリッド車両であって、
前記変速機は、
第１断接手段（例えば、後述の実施形態での第１クラッチ４１）を介して前記内燃機関に接続され、第１切替手段（例えば、後述の実施形態でのロック機構６１、第１奇数段変速用シフター５１Ａ、第２奇数段変速用シフター５１Ｂ）により複数のギア（例えば、後述の実施形態の遊星歯車機構３０、第３速用駆動ギア２３ａ、第５速用駆動ギア２５ａ、第７速用駆動ギア９７ａ）を選択可能な第１変速部（例えば、後述の実施形態での奇数段変速部）と、
第２断接手段（例えば、後述の実施形態での第２クラッチ４２）を介して前記内燃機関に接続され、第２切替手段（例えば、後述の実施形態での第１偶数段変速用シフター５２Ａ、第２偶数段変速用シフター５２Ｂ）により複数のギア（例えば、後述の実施形態での第２速用駆動ギア２２ａ、第４速用駆動ギア２４ａ、第６速用駆動ギア９６ａ）を選択可能な第２変速部（例えば、後述の実施形態での偶数段変速部）と、を有し、
前記第１変速部には、前記内燃機関及び前記電動機の少なくとも一方の動力が入力され、
前記第２変速部には、前記内燃機関の動力が入力され、
前記制御部は、
前記ハイブリッド車両が前記第１変速部を介した前記電動機からの動力のみによる第１走行中に、現在の変速ギア段よりも低い変速ギア段での前記第１変速部を介した前記電動機からの動力のみによる第２走行に切り替えると、当該切り替え期間に前記ハイブリッド車両の駆動力が要求駆動力に対して所定以上に低下することが予測されれば、前記第１走行から前記現在の変速ギア段より１段低い変速ギア段による前記第２変速部を介した前記内燃機関からの動力による第３走行へ移行するよう制御する、ハイブリッド車両である。 In order to achieve the above object, the invention described in claim 1
An internal combustion engine (for example, the internal combustion engine 106 in an embodiment described later);
An electric motor (for example, an electric motor 107 in an embodiment described later);
A transmission (for example, a transmission 110 in an embodiment described later) that shifts power from at least one of the internal combustion engine and the electric motor and transmits the power to drive wheels;
A control unit that controls the internal combustion engine, the electric motor, and the transmission (for example, an ECU 105 in an embodiment described later),
The transmission is
It is connected to the internal combustion engine via a first connecting / disconnecting means (for example, a first clutch 41 in an embodiment described later), and a first switching means (for example, a lock mechanism 61, a first odd-numbered stage in an embodiment described later). A plurality of gears (for example, a planetary gear mechanism 30, a third-speed drive gear 23a, a fifth-speed drive gear 25a, and a seventh-speed gear according to an embodiment described later) are provided by the shift-shifter 51A and the second odd-numbered shift shifter 51B. A first transmission unit (for example, an odd-numbered transmission unit in an embodiment described later) capable of selecting the drive gear 97a for use;
It is connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 in an embodiment described later), and a second switching means (for example, a first even-speed shifter 52A in an embodiment described later). A plurality of gears (for example, a second speed drive gear 22a, a fourth speed drive gear 24a, and a sixth speed drive gear 96a in an embodiment described later) can be selected by the second even-speed shifter 52B). A second speed change part (for example, an even-numbered speed change part in an embodiment described later),
The first transmission unit receives at least one power of the internal combustion engine and the electric motor,
Power of the internal combustion engine is input to the second transmission unit,
The controller is
While the hybrid vehicle is in the first traveling only by the power from the electric motor through the first transmission unit, the hybrid vehicle is If it is predicted that when the driving is switched to the second driving only by the power, the driving force of the hybrid vehicle is expected to decrease more than a predetermined driving force with respect to the required driving force during the switching period, the current transmission gear stage is changed from the first driving. This is a hybrid vehicle that controls to shift to the third traveling by the power from the internal combustion engine via the second transmission unit with a gear stage that is one step lower.

請求項２に記載の発明は、請求項１に記載の発明において、
前記制御部は、
前記ハイブリッド車両の走行速度及び前記ハイブリッド車両のアクセルペダルに対する操作量を示すアクセルペダル開度に基づき、前記内燃機関の駆動、前記電動機の出力及び前記変速機の状態を制御し、
前記ハイブリッド車両が前記第１走行中、前記アクセルペダル開度が正の所定値以上の状態で前記走行速度がしきい値以下に低下すると、前記第１走行から前記第３走行へ移行するよう制御する。 The invention according to claim 2 is the invention according to claim 1,
The controller is
Based on a travel speed of the hybrid vehicle and an accelerator pedal opening indicating an operation amount with respect to an accelerator pedal of the hybrid vehicle, the driving of the internal combustion engine, the output of the electric motor, and the state of the transmission are controlled,
While the hybrid vehicle is in the first travel, control is performed to shift from the first travel to the third travel when the travel speed decreases below a threshold value with the accelerator pedal opening being a positive positive value or more. To do.

請求項３に記載の発明は、請求項１又は２に記載の発明において、
前記制御部は、前記第１走行から前記第３走行へ移行するにあたって、前記第２断接手段を締結して前記現在の変速ギア段より１段低い前記第２変速部の変速ギア段を介して前記電動機の動力で前記内燃機関を始動する。 The invention according to claim 3 is the invention according to claim 1 or 2,
When the control unit shifts from the first traveling to the third traveling, the control unit engages with the second connecting / disconnecting unit and passes through the transmission gear stage of the second transmission unit that is one stage lower than the current transmission gear stage. Then, the internal combustion engine is started with the power of the electric motor.

請求項１の発明によれば、第１変速部を介した電動機からの動力のみによる第１走行（例えば、第３速ＥＶ走行）中に、現在の変速ギア段よりも低い変速ギア段での第１変速部を介した電動機からの動力のみによる第２走行（例えば、第１速ＥＶ走行）に切り替えると、当該切り替え期間にハイブリッド車両の駆動力が要求駆動力に対して所定以上に低下することが予測されれば、現在の変速ギア段より１段低い変速ギア段による第２変速部を介した内燃機関からの動力による第３走行（例えば、第２速ＥＮＧ走行）へ移行するよう制御する。第１走行から第３走行への移行に伴う変速ギア段の断接は第１変速部と第２変速部の双方で行われ、第２変速部を介した内燃機関からの動力が駆動輪に完全に伝達されるまでは、第１変速部を介した電動機からの動力が駆動輪に伝達されるため、第１走行から第３走行への移行に伴う変速時に、ハイブリッド車両の駆動力は要求駆動力に対して所定以上に低下しない。このように、ハイブリッド車両は、要求駆動力に対して駆動力が所定以上に低下することなく変速できる。   According to the first aspect of the present invention, during the first traveling (for example, the third speed EV traveling) only by the power from the electric motor via the first transmission unit, the transmission gear stage is lower than the current transmission gear stage. When switching to the second traveling (for example, the first speed EV traveling) using only the power from the electric motor via the first transmission unit, the driving force of the hybrid vehicle decreases more than a predetermined amount with respect to the required driving force during the switching period. If it is predicted, control is performed so as to shift to the third traveling (for example, second speed ENG traveling) by the power from the internal combustion engine via the second transmission unit with the transmission gear stage that is one step lower than the current transmission gear stage. To do. The connection of the transmission gear stage associated with the transition from the first traveling to the third traveling is performed in both the first transmission unit and the second transmission unit, and the power from the internal combustion engine via the second transmission unit is applied to the drive wheels. Until the power is completely transmitted, the power from the electric motor via the first transmission is transmitted to the drive wheels. Therefore, the driving force of the hybrid vehicle is required at the time of shifting accompanying the transition from the first traveling to the third traveling. It does not drop more than a predetermined value with respect to the driving force. In this way, the hybrid vehicle can shift without reducing the driving force more than a predetermined amount with respect to the required driving force.

第１走行中に走行速度が低下して第１走行（例えば、第３速ＥＶ走行）から第２走行（例えば、第１速ＥＶ走行）へ移行しても、アクセルペダル開度が所定値未満であれば要求駆動力は小さいため、第１変速部での変速ギア段の変更に伴い駆動力が要求駆動力に対して所定以上に低下することはない。一方、第１走行中に走行速度が低下した際のアクセルペダル開度が所定値以上であれば、第２走行への移行に伴い上記低下が生じると予想される。このため、請求項２の発明では、第１走行中にアクセルペダル開度が正の所定値以上であるときに、走行速度がしきい値以下に低下すると、第１走行から第３走行（例えば、第２速ＥＮＧ走行）へ移行するため、第１走行から第２走行への移行時に上記低下が予想される場合のみ、第３走行への移行を行う。したがって、内燃機関の無用な駆動を避けることができる。   Even if the traveling speed decreases during the first traveling and shifts from the first traveling (for example, the third speed EV traveling) to the second traveling (for example, the first speed EV traveling), the accelerator pedal opening is less than the predetermined value. If so, since the required driving force is small, the driving force does not decrease more than a predetermined amount with respect to the required driving force with the change of the transmission gear stage in the first transmission unit. On the other hand, if the accelerator pedal opening when the traveling speed decreases during the first traveling is greater than or equal to a predetermined value, it is expected that the above-described decrease will occur with the transition to the second traveling. Therefore, in the second aspect of the present invention, when the accelerator pedal opening is equal to or greater than a predetermined positive value during the first travel and the travel speed falls below the threshold value, the first travel to the third travel (for example, In order to shift to the second speed ENG traveling), the transition to the third traveling is performed only when the above-described decrease is expected at the transition from the first traveling to the second traveling. Therefore, unnecessary driving of the internal combustion engine can be avoided.

第１走行から第３走行へ移行するにあたっては内燃機関を始動する必要があるが、内燃機関の始動方法には複数ある。１つは、第１断接手段を締結して電動機の動力で始動する方法であり、もう１つは、第２断接手段を締結して第２変速部の変速ギア段を介して電動機の動力で始動する方法である。第３走行時には第２変速部の所定のギアが選択されている必要があるため、第３走行を行うのであれば、遅かれ早かれ当該所定のギアは選択される。このため、請求項３の発明では、第１走行（例えば、第３速ＥＶ走行）から第３走行（例えば、第２速ＥＮＧ走行）へ移行するにあたっては、第２断接手段を締結して、第１変速部における現在の変速ギア段より１段低い第２変速部の変速ギア段を介して前記電動機の動力で前記内燃機関を始動する。その結果、第１走行から第３走行への移行に伴う断接手段の操作を第２断接手段のみとすることができる。   In order to shift from the first travel to the third travel, it is necessary to start the internal combustion engine, but there are a plurality of methods for starting the internal combustion engine. One is a method of fastening the first connecting / disconnecting means and starting with the power of the electric motor, and the other is a method of fastening the second connecting / disconnecting means and via the transmission gear stage of the second transmission unit. It is a method of starting with power. Since the predetermined gear of the second transmission unit needs to be selected during the third traveling, if the third traveling is performed, the predetermined gear is selected sooner or later. Therefore, in the third aspect of the invention, the second connecting / disconnecting means is fastened when shifting from the first traveling (for example, the third speed EV traveling) to the third traveling (for example, the second speed ENG traveling). The internal combustion engine is started by the power of the electric motor through the transmission gear stage of the second transmission unit that is one stage lower than the current transmission gear stage of the first transmission unit. As a result, the operation of the connecting / disconnecting means accompanying the transition from the first traveling to the third traveling can be limited to the second connecting / disconnecting means.

一実施形態のハイブリッド車両の内部構成を示すブロック図である。It is a block diagram which shows the internal structure of the hybrid vehicle of one Embodiment. 変速機の内部構成、並びに、内燃機関及び電動機等と当該変速機との関係を示す図である。It is a figure which shows the internal structure of a transmission, and the relationship between an internal combustion engine, an electric motor, etc. and the said transmission. ＥＶ走行モードの一例である第３速ＥＶ走行時のトルクの伝達経路を示す図である。It is a figure which shows the transmission path of the torque at the time of the 3rd speed EV driving | running | working which is an example of EV driving | running mode. 第３速ＥＶ走行中に第１クラッチを締結して内燃機関を始動する際のトルクの伝達状況を示す図である。It is a figure which shows the transmission condition of the torque at the time of fastening a 1st clutch and starting an internal combustion engine during 3rd speed EV driving | running | working. 第３速ＥＶ走行中に第２クラッチを締結して第２速用ギアを介して内燃機関を始動する際のトルクの伝達状況を示す図である。It is a figure which shows the transmission condition of the torque at the time of fastening a 2nd clutch during 3rd speed EV driving | running | working and starting an internal combustion engine via the 2nd speed gear. 車両の走行状態（ＡＰ開度及び車速ＶＰ）に応じて選択される走行モードを示す図である。It is a figure which shows the driving mode selected according to the driving state (AP opening degree and vehicle speed VP) of a vehicle. ＥＶ走行モードの一例である第１速ＥＶ走行時のトルクの伝達経路を示す図である。It is a figure which shows the transmission path of the torque at the time of the 1st speed EV driving | running | working which is an example of EV driving | running mode. 図６に従って走行モードを選択する際にＥＣＵが行う制御のフローチャートである。It is a flowchart of the control which ECU performs when selecting a driving mode according to FIG. 車両が登坂路を第３速ＥＶ走行中に第２速ＥＮＧ走行に移行する際のＡＰ開度、車速ＶＰ、電動機が出力するトルク（ＭＯＴトルク）、変速機の第２クラッチを断接するための油圧（偶数ＣＬトルク）、内燃機関が出力するトルク（ＥＮＧトルク）、奇数段変速部における変速ギア段の位置、走行路の勾配、及び要求駆動力に対する実駆動力の各経時変化を示す図である。AP opening degree, vehicle speed VP, motor output torque (MOT torque), and connection / disengagement of the second clutch of the transmission when the vehicle shifts to the second speed ENG traveling during the third speed EV traveling on the uphill road FIG. 6 is a diagram showing changes over time in hydraulic pressure (even CL torque), torque output from an internal combustion engine (ENG torque), shift gear position in an odd speed transmission, gradient of a travel path, and actual driving force with respect to required driving force. is there. 内燃機関の始動完了後、第２速ＥＮＧ走行前のトルクかけ替え時のトルクの伝達経路を示す図である。It is a figure which shows the transmission path of the torque at the time of torque change before the 2nd speed ENG driving | running | working after the completion of starting of an internal combustion engine. ＥＮＧ走行モードの一例である第２速ＥＮＧ走行時のトルクの伝達経路を示す図である。It is a figure which shows the transmission path of the torque at the time of 2nd speed ENG driving | running | working which is an example of ENG driving | running mode. 特許文献１に記載のハイブリッド車両が登坂路を第４速ＥＶ走行中に第２速ＥＶ走行に移行する際のアクセルペダル開度（ＡＰ開度）、車速（ＶＰ）、モータが出力するトルク（ＭＯＴトルク）、偶数段変速部における変速ギア段の位置、走行路の勾配、及び要求駆動力に対する実駆動力の各経時変化を示す図である。The accelerator pedal opening (AP opening), vehicle speed (VP), and torque output by the motor when the hybrid vehicle described in Patent Document 1 shifts to the second speed EV traveling on the uphill road during the fourth speed EV traveling ( FIG. 6 is a diagram showing each time-dependent change in the actual driving force with respect to the MOT torque), the position of the transmission gear stage in the even-numbered transmission unit, the gradient of the travel path, and the required driving force.

以下、本発明に係るハイブリッド車両（ＨＥＶ：Hybrid Electric Vehicle）の実施形態について、図面を参照して説明する。   Hereinafter, embodiments of a hybrid electric vehicle (HEV) according to the present invention will be described with reference to the drawings.

図１は、一実施形態のハイブリッド車両の内部構成を示すブロック図である。図１に示すハイブリッド車両（以下、単に「車両」という。）は、内燃機関（ENG）１０６と、電動機（MOT）１０７と、変速機（T/M）１１０と、蓄電器（BAT）１０１と、ＶＣＵ（Voltage Control Unit）１０２と、インバータ（INV）１０３と、車速センサ１０４と、ＥＣＵ（Electronic Control Unit）１０５とを備え、走行状態等に応じて内燃機関１０６及び／又は電動機１０7の動力によって走行する。なお、図１中の太い実線は機械連結を示し、二重点線は電力配線を示し、細い実線の矢印は制御信号又は検出信号を示す。また、図２は、変速機１１０の内部構成、並びに、内燃機関１０６及び電動機１０７等と変速機１１０との関係を示す図である。   FIG. 1 is a block diagram illustrating an internal configuration of a hybrid vehicle according to an embodiment. A hybrid vehicle (hereinafter simply referred to as “vehicle”) shown in FIG. 1 includes an internal combustion engine (ENG) 106, an electric motor (MOT) 107, a transmission (T / M) 110, a battery (BAT) 101, A VCU (Voltage Control Unit) 102, an inverter (INV) 103, a vehicle speed sensor 104, and an ECU (Electronic Control Unit) 105 are provided, and the vehicle is driven by the power of the internal combustion engine 106 and / or the electric motor 10 7 depending on the driving state. To do. In FIG. 1, a thick solid line indicates mechanical connection, a double dotted line indicates power wiring, and a thin solid line arrow indicates a control signal or a detection signal. FIG. 2 is a diagram illustrating the internal configuration of the transmission 110 and the relationship between the internal combustion engine 106, the electric motor 107, and the like and the transmission 110.

内燃機関１０６は、車両が走行するための動力を出力する。内燃機関１０６が出力した動力は、変速機１１０、減速機８及び駆動軸９を介して、駆動輪ＤＷに伝達される。内燃機関１０６のクランク軸６ａには、変速機１１０の第１クラッチ４１と第２クラッチ４２が設けられている。   The internal combustion engine 106 outputs power for running the vehicle. The power output from the internal combustion engine 106 is transmitted to the drive wheels DW via the transmission 110, the speed reducer 8, and the drive shaft 9. A first clutch 41 and a second clutch 42 of the transmission 110 are provided on the crankshaft 6 a of the internal combustion engine 106.

電動機１０７は、車両が走行するための動力及び／又は内燃機関１０６を始動するための動力を出力する。電動機１０７が出力した車両が走行するための動力は、変速機１１０、減速機８及び駆動軸９を介して、駆動輪ＤＷに伝達される。また、電動機１０７は、車両の制動時には発電機としての動作（回生動作）が可能である。   The electric motor 107 outputs power for driving the vehicle and / or power for starting the internal combustion engine 106. Power for traveling of the vehicle output by the electric motor 107 is transmitted to the drive wheels DW via the transmission 110, the speed reducer 8, and the drive shaft 9. Further, the electric motor 107 can operate as a generator (regenerative operation) during braking of the vehicle.

電動モータ７は、３相ブラシレスＤＣモータであり、ステータ７１と、このステータ７１に対向するように配置されたロータ７２とを有し、後述する遊星歯車機構３０のリングギア３５の外周側に配置されている。ロータ７２は、遊星歯車機構３０のサンギア３２に連結されて、遊星歯車機構３０のサンギア３２と一体に回転するように構成されている。   The electric motor 7 is a three-phase brushless DC motor, and includes a stator 71 and a rotor 72 disposed so as to face the stator 71, and is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later. Has been. The rotor 72 is connected to the sun gear 32 of the planetary gear mechanism 30 and is configured to rotate integrally with the sun gear 32 of the planetary gear mechanism 30.

遊星歯車機構３０は、サンギア３２と、このサンギア３２と同軸上に配置され、かつ、このサンギア３２の周囲を取り囲むように配置されたリングギア３５と、サンギア３２とリングギア３５に噛合されたプラネタリギア３４と、このプラネタリギア３４を自転可能、かつ、公転可能に支持するキャリア３６とを有し、サンギア３２とリングギア３５とキャリア３６が、相互に差動回転自在に構成されている。   The planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear that meshes with the sun gear 32 and the ring gear 35. It has a gear 34 and a carrier 36 that supports the planetary gear 34 so as to be capable of rotating and revolving, and the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

リングギア３５には、同期機構を有しリングギア３５の回転を停止（ロック）可能に構成されたロック機構６１が設けられている。なお、ロック機構６１としてブレーキ機構等を用いてもよい。   The ring gear 35 is provided with a lock mechanism 61 having a synchronization mechanism and configured to stop (lock) rotation of the ring gear 35. Note that a brake mechanism or the like may be used as the lock mechanism 61.

変速機１１０は、内燃機関１０６及び電動機１０７の少なくとも一方からの動力を所定の変速比で変速して駆動輪ＤＷに伝達する。変速機１１０の変速比はＥＣＵ１０５からの指示に応じて変更される。変速機１１０の内部構成については後述する。   The transmission 110 changes the power from at least one of the internal combustion engine 106 and the electric motor 107 at a predetermined gear ratio and transmits the power to the drive wheels DW. The gear ratio of the transmission 110 is changed according to an instruction from the ECU 105. The internal configuration of the transmission 110 will be described later.

蓄電器１０１は、直列又は並列に接続された複数の蓄電セルを有し、例えば１００〜２００Ｖの高電圧を供給する。蓄電セルは、例えば、リチウムイオン電池やニッケル水素電池である。ＶＣＵ１０２は、蓄電器１０１の出力電圧を直流のまま昇圧する。また、ＶＣＵ１０２は、電動機１０７の回生動作時に電動機１０７が発電して直流に変換された電力を降圧する。ＶＣＵ１０２によって降圧された電力は蓄電器１０１に充電される。インバータ１０３は、直流電圧を交流電圧に変換して３相電流を電動機１０７に供給する。また、インバータ１０３は、電動機１０７の回生動作時に電動機１０７が発電した交流電圧を直流電圧に変換する。   The storage battery 101 has a plurality of storage cells connected in series or in parallel, and supplies a high voltage of, for example, 100 to 200V. The storage cell is, for example, a lithium ion battery or a nickel metal hydride battery. The VCU 102 boosts the output voltage of the battery 101 while maintaining a direct current. Further, the VCU 102 steps down the electric power generated by the electric motor 107 during the regenerative operation of the electric motor 107 and converted into direct current. The power reduced by the VCU 102 is charged in the battery 101. Inverter 103 converts a DC voltage into an AC voltage and supplies a three-phase current to electric motor 107. Further, the inverter 103 converts the AC voltage generated by the motor 107 during the regenerative operation of the motor 107 into a DC voltage.

車速センサ１０４は、車両の走行速度（車速ＶＰ）を検出する。車速センサ１０４によって検出された車速ＶＰを示す信号は、ＥＣＵ１０５に送られる。   The vehicle speed sensor 104 detects the traveling speed (vehicle speed VP) of the vehicle. A signal indicating the vehicle speed VP detected by the vehicle speed sensor 104 is sent to the ECU 105.

ＥＣＵ１０５は、ＶＣＵ１０２及びインバータ１０３の制御による電動機１０７の出力制御、変速機１１０の制御、並びに、内燃機関１０６の駆動制御を行う。また、ＥＣＵ１０５には、車両の運転者によるアクセルペダル操作に応じたアクセルペダル開度（ＡＰ開度）を示す信号、及び車速センサ１０４からの車速ＶＰを示す信号等が入力される。ＥＣＵ１０５は、ＡＰ開度及び車速ＶＰに基づき、車両に要求される駆動力（以下「要求駆動力」という。）を導出する。ＥＣＵ１０５は、車速ＶＰ及び要求駆動力等に基づいて、後述する車両の走行モードを選択し、変速機１１０、並びに、内燃機関１０６及び電動機１０７が出力する各動力を制御する。なお、ＥＣＵ１０５による変速機１１０の制御には、変速機１１０を構成する後述の第１、第２奇数段変速用シフター５１Ａ，５１Ｂの制御、第１、第２偶数段変速用シフター５２Ａ，５２Ｂの制御、後進用シフター５３の制御、ロック機構６１の制御、第１クラッチ４１の断接制御及び第２クラッチ４２の断接制御が含まれる。   The ECU 105 performs output control of the electric motor 107 by control of the VCU 102 and the inverter 103, control of the transmission 110, and drive control of the internal combustion engine 106. Further, the ECU 105 receives a signal indicating an accelerator pedal opening (AP opening) according to an accelerator pedal operation by a driver of the vehicle, a signal indicating a vehicle speed VP from the vehicle speed sensor 104, and the like. The ECU 105 derives a driving force required for the vehicle (hereinafter referred to as “required driving force”) based on the AP opening degree and the vehicle speed VP. The ECU 105 selects a vehicle travel mode, which will be described later, based on the vehicle speed VP, the required driving force, and the like, and controls each power output from the transmission 110, the internal combustion engine 106, and the electric motor 107. The control of the transmission 110 by the ECU 105 includes control of first and second odd-numbered shift shifters 51A and 51B, which will be described later, constituting the transmission 110, and first and second even-numbered shift shifters 52A and 52B. Control, control of the reverse shifter 53, control of the lock mechanism 61, connection / disconnection control of the first clutch 41, and connection / disconnection control of the second clutch 42 are included.

次に、変速機１１０の内部構成の詳細について説明する。   Next, details of the internal configuration of the transmission 110 will be described.

変速機１１０は、前述した第１クラッチ４１と第２クラッチ４２と、遊星歯車機構３０と、後述する複数の変速ギア段を備えた、いわゆるツインクラッチ式変速機である。   The transmission 110 is a so-called twin-clutch transmission that includes the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gear stages described later.

より具体的に、変速機１１０は、内燃機関１０６のクランク軸６ａと同軸（回転軸線Ａ１）上に配置された第１主軸１１、第２主軸１２、連結軸１３と、回転軸線Ａ１と平行な回転軸線Ｂ１を中心として回転自在なカウンタ軸１４と、回転軸線Ａ１と平行な回転軸線Ｃ１を中心として回転自在な第１中間軸１５と、回転軸線Ａ１と平行な回転軸線Ｄ１を中心として回転自在な第２中間軸１６と、回転軸線Ａ１と平行に配置された回転軸線Ｅ１を中心として回転自在なリバース軸１７と、を備えている。   More specifically, the transmission 110 is parallel to the first main shaft 11, the second main shaft 12, the connecting shaft 13, and the rotation axis A <b> 1 disposed on the same axis (rotation axis A <b> 1) as the crankshaft 6 a of the internal combustion engine 106. A counter shaft 14 that can rotate around the rotation axis B1, a first intermediate shaft 15 that can rotate around a rotation axis C1 parallel to the rotation axis A1, and a rotation axis D1 parallel to the rotation axis A1. A second intermediate shaft 16 and a reverse shaft 17 rotatable about a rotation axis E1 disposed in parallel with the rotation axis A1.

第１主軸１１には、内燃機関１０６側に第１クラッチ４１が設けられ、内燃機関１０６側とは反対側に遊星歯車機構３０のサンギア３２と電動モータ７のロータ７２が第１主軸１１と一体で回転するように設けられている。従って、第１主軸１１は、第１クラッチ４１によって選択的に内燃機関１０６のクランク軸６ａと連結されるとともに電動モータ７と直結され、内燃機関１０６及び/又は電動モータ７の動力が入力されるように構成されている。   The first main shaft 11 is provided with a first clutch 41 on the internal combustion engine 106 side, and the sun gear 32 of the planetary gear mechanism 30 and the rotor 72 of the electric motor 7 are integrated with the first main shaft 11 on the side opposite to the internal combustion engine 106 side. It is provided to rotate at. Therefore, the first main shaft 11 is selectively connected to the crankshaft 6a of the internal combustion engine 106 by the first clutch 41 and directly connected to the electric motor 7, and the power of the internal combustion engine 106 and / or the electric motor 7 is input. It is configured as follows.

第２主軸１２は、第１主軸１１より短く中空に構成されており、第１主軸１１の内燃機関１０６側の周囲を覆うように相対回転自在に配置されている。また、第２主軸１２には、内燃機関１０６側に第２クラッチ４２が設けられ、内燃機関１０６側とは反対側にアイドル駆動ギア２７ａが第２主軸１２と一体で回転するように設けられている。従って、第２主軸１２は、第２クラッチ４２によって選択的に内燃機関１０６のクランク軸６ａと連結され、内燃機関１０６の動力がアイドル駆動ギア２７ａへ入力されるように構成されている。   The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the internal combustion engine 106 side. The second main shaft 12 is provided with a second clutch 42 on the internal combustion engine 106 side, and an idle drive gear 27a is provided on the opposite side to the internal combustion engine 106 side so as to rotate integrally with the second main shaft 12. Yes. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the internal combustion engine 106 by the second clutch 42, and the power of the internal combustion engine 106 is input to the idle drive gear 27a.

連結軸１３は、第１主軸１１より短く中空に構成されており、第１主軸１１の内燃機関１０６側とは反対側の周囲を覆うように第１主軸１１と相対回転自在に配置されている。また、連結軸１３には、内燃機関１０６側に第３速用駆動ギア２３ａが連結軸１３と一体で回転するように設けられ、内燃機関１０６側とは反対側に遊星歯車機構３０のキャリア３６が連結軸１３と一体で回転するように設けられている。従って、プラネタリギア３４の公転により連結軸１３に設けられたキャリア３６と第３速用駆動ギア２３ａが一体に回転するように構成されている。   The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be rotatable relative to the first main shaft 11 so as to cover the periphery of the first main shaft 11 opposite to the internal combustion engine 106 side. . The connecting shaft 13 is provided with a third speed drive gear 23 a on the internal combustion engine 106 side so as to rotate integrally with the connecting shaft 13, and the carrier 36 of the planetary gear mechanism 30 on the opposite side to the internal combustion engine 106 side. Is provided so as to rotate integrally with the connecting shaft 13. Therefore, the planetary gear 34 revolves so that the carrier 36 provided on the connecting shaft 13 and the third speed drive gear 23a rotate integrally.

さらに、第１主軸１１には、連結軸１３に設けられた第３速用駆動ギア２３ａと第２主軸１２に設けられたアイドル駆動ギア２７ａとの間に、第３速用駆動ギア２３ａとともに奇数段変速部を構成する第７速用駆動ギア９７ａと第５速用駆動ギア２５ａとが、第３速用駆動ギア２３ａ側からこの順に第１主軸１１と相対回転自在に設けられている。また、第５速用駆動ギア２５ａとアイドル駆動ギア２７ａとの間には、第１主軸１１と一体に回転する後進用従動ギア２８ｂが設けられている。   Further, the first main shaft 11 is oddly coupled with the third speed drive gear 23a between the third speed drive gear 23a provided on the connecting shaft 13 and the idle drive gear 27a provided on the second main shaft 12. A seventh-speed drive gear 97a and a fifth-speed drive gear 25a constituting the step transmission unit are provided so as to be rotatable relative to the first main shaft 11 in this order from the third-speed drive gear 23a side. Further, a reverse driven gear 28b that rotates integrally with the first main shaft 11 is provided between the fifth speed drive gear 25a and the idle drive gear 27a.

第３速用駆動ギア２３ａと第７速用駆動ギア９７ａとの間には、第１主軸１１と第３速用駆動ギア２３ａ又は第７速用駆動ギア９７ａとを連結又は開放する第１奇数段変速用シフター５１Ａが設けられ、第７速用駆動ギア９７ａと第５速用駆動ギア２５ａとの間には、第１主軸１１と第５速用駆動ギア２５ａとを連結又は開放する第２奇数段変速用シフター５１Ｂが設けられている。   Between the third speed drive gear 23a and the seventh speed drive gear 97a, a first odd number that connects or opens the first main shaft 11 and the third speed drive gear 23a or the seventh speed drive gear 97a. A step-shifting shifter 51A is provided, and a second main shaft 11 and a fifth speed drive gear 25a are connected or released between the seventh speed drive gear 97a and the fifth speed drive gear 25a. An odd speed shifter 51B is provided.

そして、第１奇数段変速用シフター５１Ａが第３速用接続位置でインギアするときには、第１主軸１１と第３速用駆動ギア２３ａが連結して一体に回転し、第７速用接続位置でインギアするときには、第１主軸１１と第７速用駆動ギア９７ａが連結して一体に回転し、第１奇数段変速用シフター５１Ａがニュートラル位置にあるときには、第１主軸１１は第３速用駆動ギア２３ａと第７速用駆動ギア９７ａに対し相対回転する。なお、第１主軸１１と第３速用駆動ギア２３ａが一体に回転するとき、第１主軸１１に設けられたサンギア３２と第３速用駆動ギア２３ａに連結軸１３で連結されたキャリア３６が一体に回転するとともに、リングギア３５も一体に回転し、遊星歯車機構３０が一体となる。   When the first odd-numbered shift shifter 51A in-gears at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally, and at the seventh speed connection position. When in-gearing, the first main shaft 11 and the seventh speed drive gear 97a are connected to rotate integrally, and when the first odd speed shifter 51A is in the neutral position, the first main shaft 11 is driven to the third speed. It rotates relative to the gear 23a and the seventh speed drive gear 97a. When the first main shaft 11 and the third speed drive gear 23a rotate integrally, the carrier 36 connected to the sun gear 32 provided on the first main shaft 11 and the third speed drive gear 23a by the connection shaft 13 is provided. While rotating integrally, the ring gear 35 also rotates integrally, and the planetary gear mechanism 30 becomes integral.

第２奇数段変速用シフター５１Ｂがインギアするときには、第１主軸１１と第５速用駆動ギア２５ａが連結して一体に回転し、ニュートラル位置にあるときには、第１主軸１１は第５速用駆動ギア２５ａに対し相対回転する。   When the second odd speed shifter 51B is in-gear, the first main shaft 11 and the fifth speed drive gear 25a are connected to rotate integrally, and when in the neutral position, the first main shaft 11 is driven to the fifth speed. It rotates relative to the gear 25a.

第１中間軸１５には、第２主軸１２に設けられたアイドル駆動ギア２７ａと噛合する第１アイドル従動ギア２７ｂが第１中間軸１５と一体で回転するように設けられている。   A first idle driven gear 27 b that meshes with an idle drive gear 27 a provided on the second main shaft 12 is provided on the first intermediate shaft 15 so as to rotate integrally with the first intermediate shaft 15.

第２中間軸１６には、第１中間軸１５に設けられた第１アイドル従動ギア２７ｂと噛合する第２アイドル従動ギア２７ｃが第２中間軸１６と一体で回転するように設けられている。第２アイドル従動ギア２７ｃは、前述したアイドル駆動ギア２７ａと第１アイドル従動ギア２７ｂとともに第１アイドルギア列２７Ａを構成し、内燃機関１０６の動力が第２主軸１２から第１アイドルギア列２７Ａを介して第２中間軸１６に伝達される。   The second intermediate shaft 16 is provided with a second idle driven gear 27 c that meshes with the first idle driven gear 27 b provided on the first intermediate shaft 15 so as to rotate integrally with the second intermediate shaft 16. The second idle driven gear 27c constitutes the first idle gear train 27A together with the idle drive gear 27a and the first idle driven gear 27b described above, and the power of the internal combustion engine 106 is changed from the second main shaft 12 to the first idle gear train 27A. To the second intermediate shaft 16.

また、第２中間軸１６には、第１主軸１１に設けられた第３速用駆動ギア２３ａと第７速用駆動ギア９７ａと第５速用駆動ギア２５ａと対応する位置に、それぞれ偶数段変速部を構成する第２速用駆動ギア２２ａと第６速用駆動ギア９６ａと第４速用駆動ギア２４ａとが第２中間軸１６と相対回転自在に設けられている。   Further, the second intermediate shaft 16 has an even number of stages at positions corresponding to the third speed drive gear 23a, the seventh speed drive gear 97a, and the fifth speed drive gear 25a provided on the first main shaft 11, respectively. A second speed drive gear 22a, a sixth speed drive gear 96a, and a fourth speed drive gear 24a constituting the transmission unit are provided to be rotatable relative to the second intermediate shaft 16.

第２速用駆動ギア２２ａと第６速用駆動ギア９６ａとの間には、第２中間軸１６と第２速用駆動ギア２２ａ又は第６速用駆動ギア９６ａとを連結又は開放する第１偶数段変速用シフター５２Ａが設けられ、第６速用駆動ギア９６ａと第４速用駆動ギア２４ａとの間には、第２中間軸１６と第４速用駆動ギア２４ａとを連結又は開放する第２偶数段変速用シフター５２Ｂが設けられている。   The first intermediate shaft 16 and the second-speed drive gear 22a or the sixth-speed drive gear 96a are connected or released between the second-speed drive gear 22a and the sixth-speed drive gear 96a. An even speed shifter 52A is provided to connect or release the second intermediate shaft 16 and the fourth speed drive gear 24a between the sixth speed drive gear 96a and the fourth speed drive gear 24a. A second even speed shifter 52B is provided.

そして、第１偶数段変速用シフター５２Ａが第２速用接続位置でインギアするときには、第２中間軸１６と第２速用駆動ギア２２ａが連結して一体に回転し、第６速用接続位置でインギアするときには、第２中間軸１６と第６速用駆動ギア９６ａが連結して一体に回転し、第１偶数段変速用シフター５２Ａがニュートラル位置にあるときには、第２中間軸１６は第２速用駆動ギア２２ａと第６速用駆動ギア９６ａに対し相対回転する。   When the first even shift gear shifter 52A in-gears at the second-speed connection position, the second intermediate shaft 16 and the second-speed drive gear 22a are connected and rotated together to form the sixth-speed connection position. When in-gearing, the second intermediate shaft 16 and the sixth speed drive gear 96a are connected to rotate integrally, and when the first even-numbered speed shifter 52A is in the neutral position, the second intermediate shaft 16 is in the second position. It rotates relative to the speed drive gear 22a and the sixth speed drive gear 96a.

第２偶数段変速用シフター５２Ｂがインギアするときには、第２中間軸１６と第４速用駆動ギア２４ａが連結して一体に回転し、ニュートラル位置にあるときには、第２中間軸１６は第４速用駆動ギア２４ａに対し相対回転する。   When the second even-speed shifter 52B is in-gear, the second intermediate shaft 16 and the fourth-speed drive gear 24a are connected to rotate integrally, and when in the neutral position, the second intermediate shaft 16 is in the fourth-speed. It rotates relative to the drive gear 24a.

カウンタ軸１４には、内燃機関１０６側とは反対側から順に第１共用従動ギア２３ｂと、第２共用従動ギア９６ｂと、第３共用従動ギア２４ｂと、パーキングギア２１と、ファイナルギア２６ａとが一体回転可能に設けられている。   The counter shaft 14 includes a first shared driven gear 23b, a second shared driven gear 96b, a third shared driven gear 24b, a parking gear 21, and a final gear 26a in order from the side opposite to the internal combustion engine 106 side. It is provided so that it can rotate integrally.

ここで、第１共用従動ギア２３ｂは、連結軸１３に設けられた第３速用駆動ギア２３ａと噛合して第３速用駆動ギア２３ａと共に第３速用ギア２３を構成し、第２中間軸１６に設けられた第２速用駆動ギア２２ａと噛合して第２速用駆動ギア２２ａと共に第２速用ギア２２を構成する。   Here, the first shared driven gear 23b meshes with the third speed drive gear 23a provided on the connecting shaft 13 to form the third speed gear 23 together with the third speed drive gear 23a, and the second intermediate gear 23a. The second speed gear 22 is configured together with the second speed drive gear 22 a by meshing with the second speed drive gear 22 a provided on the shaft 16.

第２共用従動ギア９６ｂは、第１主軸１１に設けられた第７速用駆動ギア９７ａと噛合して第７速用駆動ギア９７ａと共に第７速用ギア９７を構成し、第２中間軸１６に設けられた第６速用駆動ギア９６ａと噛合して第６速用駆動ギア９６ａと共に第６速用ギア９６を構成する。   The second shared driven gear 96b meshes with a seventh speed drive gear 97a provided on the first main shaft 11 to form a seventh speed gear 97 together with the seventh speed drive gear 97a. The sixth-speed drive gear 96a and the sixth-speed drive gear 96a are configured together with the sixth-speed drive gear 96a.

第３共用従動ギア２４ｂは、第１主軸１１に設けられた第５速用駆動ギア２５ａと噛合して第５速用駆動ギア２５ａと共に第５速用ギア２５を構成し、第２中間軸１６に設けられた第４速用駆動ギア２４ａと噛合して第４速用駆動ギア２４ａと共に第４速用ギア２４を構成する。   The third shared driven gear 24b meshes with a fifth speed drive gear 25a provided on the first main shaft 11, constitutes a fifth speed gear 25 together with the fifth speed drive gear 25a, and the second intermediate shaft 16 The fourth speed gear 24 is configured together with the fourth speed drive gear 24a.

ファイナルギア２６ａは減速機８と噛合して、減速機８は、駆動軸９，９を介して駆動輪ＤＷ，ＤＷに連結されている。従って、カウンタ軸１４に伝達された動力はファイナルギア２６ａから減速機８、駆動軸９，９、駆動輪ＤＷ，ＤＷへと出力される。   The final gear 26 a meshes with the speed reducer 8, and the speed reducer 8 is connected to the drive wheels DW and DW via the drive shafts 9 and 9. Accordingly, the power transmitted to the counter shaft 14 is output from the final gear 26a to the speed reducer 8, the drive shafts 9, 9, and the drive wheels DW, DW.

リバース軸１７には、第１中間軸１５に設けられた第１アイドル従動ギア２７ｂと噛合する第３アイドル従動ギア２７ｄがリバース軸１７と一体回転可能に設けられている。第３アイドル従動ギア２７ｄは、前述したアイドル駆動ギア２７ａと第１アイドル従動ギア２７ｂとともに第２アイドルギア列２７Ｂを構成し、内燃機関１０６の動力が第２主軸１２から第２アイドルギア列２７Ｂを介してリバース軸１７に伝達される。また、リバース軸１７には、第１主軸１１に設けられた後進用従動ギア２８ｂと噛合する後進用駆動ギア２８ａがリバース軸１７と相対回転自在に設けられている。後進用駆動ギア２８ａは、後進用従動ギア２８ｂとともに後進用ギア列２８を構成している。さらに後進用駆動ギア２８ａの内燃機関１０６側とは反対側にリバース軸１７と後進用駆動ギア２８ａとを連結又は開放する後進用シフター５３が設けられている。   The reverse shaft 17 is provided with a third idle driven gear 27 d that meshes with a first idle driven gear 27 b provided on the first intermediate shaft 15 so as to be rotatable integrally with the reverse shaft 17. The third idle driven gear 27d constitutes a second idle gear train 27B together with the aforementioned idle drive gear 27a and first idle driven gear 27b, and the power of the internal combustion engine 106 is changed from the second main shaft 12 to the second idle gear train 27B. To the reverse shaft 17. The reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b provided on the first main shaft 11 so as to be rotatable relative to the reverse shaft 17. The reverse drive gear 28a constitutes a reverse gear train 28 together with the reverse driven gear 28b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the side opposite to the internal combustion engine 106 side of the reverse drive gear 28a.

そして、後進用シフター５３が後進用接続位置でインギアするときには、リバース軸１７と後進用駆動ギア２８ａとが一体に回転し、後進用シフター５３がニュートラル位置にあるときには、リバース軸１７と後進用駆動ギア２８ａとが相対回転する。   When the reverse shifter 53 in-gears at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

なお、第１、第２奇数段変速用シフター５１Ａ、５１Ｂ、第１、第２偶数段変速用シフター５２Ａ、５２Ｂ、後進用シフター５３は、接続する軸とギアの回転数を一致させる同期機構を有するクラッチ機構を用いている。   The first and second odd speed shifters 51A and 51B, the first and second even speed shifters 52A and 52B, and the reverse shifter 53 have a synchronization mechanism that matches the rotational speed of the connected shaft and gear. The clutch mechanism is used.

このように構成された変速機１１０には、２つの変速軸の一方の変速軸である第１主軸１１上に第３速用駆動ギア２３ａと第７速用駆動ギア９７ａと第５速用駆動ギア２５ａからなる奇数段変速部が構成され、２つの変速軸の他方の変速軸である第２中間軸１６上に第２速用駆動ギア２２ａと第６速用駆動ギア９６ａと第４速用駆動ギア２４ａからなる偶数段変速部が構成される。   The transmission 110 configured as described above has a third speed drive gear 23a, a seventh speed drive gear 97a, and a fifth speed drive on the first main shaft 11, which is one of the two speed change shafts. An odd-stage transmission unit composed of a gear 25a is configured, and a second-speed drive gear 22a, a sixth-speed drive gear 96a, and a fourth-speed drive gear are provided on the second intermediate shaft 16, which is the other transmission shaft of the two transmission shafts. An even-numbered speed change portion including the drive gear 24a is configured.

以上の構成により、本実施形態の変速機１１０は、以下の第１〜第５の伝達経路を有している。   With the above configuration, the transmission 110 of the present embodiment has the following first to fifth transmission paths.

（１）第１伝達経路は、内燃機関１０６の動力が、第１主軸１１、遊星歯車機構３０、連結軸１３、第３速用ギア２３（第３速用駆動ギア２３ａ、第１共用従動ギア２３ｂ）、カウンタ軸１４、ファイナルギア２６ａ、減速機８、駆動軸９，９を介して、駆動輪ＤＷ，ＤＷに伝達される伝達経路である。ここで、遊星歯車機構３０の減速比は、第１伝達経路を介して駆動輪ＤＷ，ＤＷに伝達されるエンジントルクが第１速相当となるように設定されている。即ち、遊星歯車機構３０の減速比と第３速用ギア２３の減速比をかけ合わせた減速比が第１速相当となるように設定されている。この第１伝達経路を介して、第１クラッチ４１を締結し、ロック機構６１をロックするとともに第１、第２奇数段変速用シフター５１Ａ、５１Ｂをニュートラルにすることで、第１速走行がなされる。 (1) In the first transmission path, the power of the internal combustion engine 106 is such that the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, the third speed gear 23 (the third speed drive gear 23a, the first common driven gear). 23b), a transmission path that is transmitted to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the speed reducer 8, and the drive shafts 9 and 9. Here, the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear 23 is set to be equivalent to the first speed. Through this first transmission path, the first clutch 41 is engaged, the lock mechanism 61 is locked, and the first and second odd speed shifters 51A and 51B are set to neutral so that the first speed traveling is performed. The

（２）第２伝達経路は、内燃機関１０６の動力が、第２主軸１２、第１アイドルギア列２７Ａ（アイドル駆動ギア２７ａ、第１アイドル従動ギア２７ｂ、第２アイドル従動ギア２７ｃ）、第２中間軸１６、第２速用ギア２２（第２速用駆動ギア２２ａ、第１共用従動ギア２３ｂ）又は第４速用ギア２４（第４速用駆動ギア２４ａ、第３共用従動ギア２４ｂ）又は第６速用ギア９６（第６速用駆動ギア９６ａ、第２共用従動ギア９６ｂ）、カウンタ軸１４、ファイナルギア２６ａ、減速機８、駆動軸９，９を介して、駆動輪ＤＷ，ＤＷに伝達される伝達経路である。この第２伝達経路を介して、第２クラッチ４２を締結し、第１偶数段変速用シフター５２Ａを第２速用接続位置でインギアすることで第２速走行がなされ、第２偶数段変速用シフター５２Ｂをインギアすることで第４速走行がなされ、第１偶数段変速用シフター５２Ａを第６速用接続位置でインギアすることで第６速走行がなされる。 (2) In the second transmission path, the power of the internal combustion engine 106 is such that the second main shaft 12, the first idle gear train 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second Intermediate shaft 16, second speed gear 22 (second speed drive gear 22a, first shared driven gear 23b) or fourth speed gear 24 (fourth speed drive gear 24a, third shared driven gear 24b) or The drive wheels DW and DW are connected via the sixth speed gear 96 (the sixth speed drive gear 96a and the second shared driven gear 96b), the counter shaft 14, the final gear 26a, the speed reducer 8, and the drive shafts 9 and 9. It is a transmission path to be transmitted. Through this second transmission path, the second clutch 42 is engaged, and the second even speed shifter 52A is in-geared at the second speed connecting position so that the second speed travel is performed. The fourth speed travel is performed by in-gearing the shifter 52B, and the sixth speed travel is performed by in-gearing the first even-numbered shift shifter 52A at the sixth speed connection position.

（３）第３伝達経路は、内燃機関１０６の動力が、第１主軸１１、第３速用ギア２３（第３速用駆動ギア２３ａ、第１共用従動ギア２３ｂ）又は第５速用ギア２５（第５速用駆動ギア２５ａ、第３共用従動ギア２４ｂ）又は第７速用ギア９７（第７速用駆動ギア９７ａ、第２共用従動ギア９６ｂ）、カウンタ軸１４、ファイナルギア２６ａ、減速機８、駆動軸９，９を介して、遊星歯車機構３０を介さずに、駆動輪ＤＷ，ＤＷに伝達される伝達経路である。この第３伝達経路を介して、第１クラッチ４１を締結し、第１奇数段変速用シフター５１Ａを第３速用接続位置でインギアすることで第３速走行がなされ、第２奇数段変速用シフター５１Ｂをインギアすることで第５速走行がなされ、第１奇数段変速用シフター５１Ａを第７速用接続位置でインギアすることで第７速走行がなされる。 (3) In the third transmission path, the power of the internal combustion engine 106 is such that the first main shaft 11, the third speed gear 23 (the third speed drive gear 23a, the first shared driven gear 23b), or the fifth speed gear 25. (5th speed drive gear 25a, 3rd common driven gear 24b) or 7th speed gear 97 (7th speed drive gear 97a, 2nd common driven gear 96b), counter shaft 14, final gear 26a, speed reducer 8, a transmission path that is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9 without passing through the planetary gear mechanism 30. Through this third transmission path, the first clutch 41 is engaged, and the first odd-numbered gear shifter 51A is in-geared at the third-speed connection position so that the third speed travel is performed, and the second odd-numbered gear shift is performed. The fifth shift is performed by in-gearing the shifter 51B, and the seventh shift is performed by in-gearing the first odd-numbered shift shifter 51A at the seventh-speed connection position.

（４）第４伝達経路は、電動モータ７の動力が、遊星歯車機構３０又は第３速用ギア２３（第３速用駆動ギア２３ａ、第１共用従動ギア２３ｂ）又は第５速用ギア２５（第５速用駆動ギア２５ａ、第３共用従動ギア２４ｂ）又は第７速用ギア９７（第７速用駆動ギア９７ａ、第２共用従動ギア９６ｂ）、カウンタ軸１４、ファイナルギア２６ａ、減速機８、駆動軸９，９を介して、駆動輪ＤＷ，ＤＷに伝達される伝達経路である。この第４伝達経路を介して、第１及び第２クラッチ４１、４２を切断した状態で、ロック機構６１をロックするとともに第１、第２奇数段変速用シフター５１Ａ、５１Ｂをニュートラルにすることで第１速ＥＶ走行がなされ、ロック機構６１のロックを解除し第１奇数段変速用シフター５１Ａを第３速用接続位置でインギアすることで第３速ＥＶ走行がなされ、ロック機構６１のロックを解除し第２奇数段変速用シフター５１Ｂをインギアすることで第５速ＥＶ走行がなされ、ロック機構６１のロックを解除し第１奇数段変速用シフター５１Ａを第７速用接続位置でインギアすることで第７速ＥＶ走行がなされる。 (4) In the fourth transmission path, the power of the electric motor 7 is such that the planetary gear mechanism 30 or the third speed gear 23 (third speed drive gear 23a, first shared driven gear 23b) or fifth speed gear 25 is used. (5th speed drive gear 25a, 3rd common driven gear 24b) or 7th speed gear 97 (7th speed drive gear 97a, 2nd common driven gear 96b), counter shaft 14, final gear 26a, speed reducer 8, a transmission path that is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9. With the first and second clutches 41 and 42 disengaged through the fourth transmission path, the lock mechanism 61 is locked and the first and second odd-speed shift shifters 51A and 51B are made neutral. The first speed EV travel is performed, the lock mechanism 61 is unlocked, and the first odd-numbered speed shifter 51A is in-geared at the third speed connection position, whereby the third speed EV travel is performed, and the lock mechanism 61 is locked. The fifth-speed EV traveling is performed by releasing and in-gearing the second odd-numbered shift shifter 51B, unlocking the lock mechanism 61, and in-gearing the first odd-numbered shift shifter 51A at the seventh-speed connection position. Then, the seventh speed EV traveling is performed.

（５）第５伝達経路は、内燃機関１０６の動力が、第２主軸１２、第２アイドルギア列２７Ｂ（アイドル駆動ギア２７ａ、第１アイドル従動ギア２７ｂ、第３アイドル従動ギア２７ｄ）、リバース軸１７、後進用ギア列２８（後進用駆動ギア２８ａ、後進用従動ギア２８ｂ）、遊星歯車機構３０、連結軸１３、第３速用ギア２３（第３速用駆動ギア２３ａ、第１共用従動ギア２３ｂ）、カウンタ軸１４、ファイナルギア２６ａ、減速機８、駆動軸９，９を介して、駆動輪ＤＷ，ＤＷに連結される伝達経路である。この第５伝達経路を介して、第２クラッチ４２を締結し後進用シフター５３を後進用接続位置でインギアし且つロック機構６１をロックすることで後進走行がなされる。 (5) In the fifth transmission path, the power of the internal combustion engine 106 is such that the second main shaft 12, the second idle gear train 27B (the idle drive gear 27a, the first idle driven gear 27b, the third idle driven gear 27d), the reverse shaft 17, reverse gear train 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30, connecting shaft 13, third speed gear 23 (third speed drive gear 23a, first shared driven gear) 23b), a transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the speed reducer 8, and the drive shafts 9 and 9. Through this fifth transmission path, the second clutch 42 is fastened, the reverse shifter 53 is in-geared at the reverse connection position, and the lock mechanism 61 is locked, so that the reverse travel is performed.

本実施形態の車両は、内燃機関１０６及び電動機１０７を含む駆動源の使用形態がそれぞれ異なる「ＥＶ走行モード」、「アシスト走行モード」及び「ＥＮＧ走行モード」のいずれかで走行する。   The vehicle according to the present embodiment travels in any one of “EV travel mode”, “assist travel mode”, and “ENG travel mode” in which the use forms of the drive source including the internal combustion engine 106 and the electric motor 107 are different.

ＥＶ走行モードで加速走行する車両は、電動機１０７からの動力によって走行し、このとき内燃機関１０６は駆動されない。また、ＥＶ走行モードで減速走行する車両では、電動機１０７が回生動作して得られた電力が蓄電器１０１に充電される。なお、ＥＶ走行モードは、上述した第１速ＥＶ走行、第３速ＥＶ走行、第５速ＥＶ走行及び第７速ＥＶ走行のいずれかによって実現される。   A vehicle that accelerates in the EV travel mode travels with power from the electric motor 107, and the internal combustion engine 106 is not driven at this time. Further, in a vehicle that travels at a reduced speed in the EV travel mode, electric power obtained by the regenerative operation of the electric motor 107 is charged in the battery 101. The EV traveling mode is realized by any one of the above-described first speed EV traveling, third speed EV traveling, fifth speed EV traveling, and seventh speed EV traveling.

アシスト走行モードで加速走行する車両は、内燃機関１０６からの動力と電動機１０７からの動力とを併せた動力によって走行する。また、アシスト走行モードで減速走行する車両では、電動機１０７が回生動作して得られた電力が蓄電器１０１に充電され、内燃機関１０６は制動力を提供する。なお、アシスト走行モードは、上述した第１速走行〜第７速走行のいずれかによって実現される。   A vehicle that accelerates in the assist travel mode travels with power that is a combination of the power from the internal combustion engine 106 and the power from the electric motor 107. Further, in a vehicle that travels at a reduced speed in the assist travel mode, the electric power obtained by the regenerative operation of the electric motor 107 is charged in the battery 101, and the internal combustion engine 106 provides a braking force. The assist travel mode is realized by any one of the first speed travel to the seventh speed travel described above.

ＥＮＧ走行モードで加速走行する車両は、内燃機関１０６からの動力によって走行し、このとき電動機１０７は車両が走行するための動力を出力するためには駆動されない。また、ＥＮＧ走行モードで減速走行する車両では、内燃機関１０６は制動力を提供する。なお、ＥＮＧ走行モードは、上述した第１速走行〜第７速走行のいずれかによって実現される。   A vehicle that accelerates in the ENG travel mode travels with power from the internal combustion engine 106, and at this time, the electric motor 107 is not driven to output power for traveling the vehicle. Further, in a vehicle that travels at a reduced speed in the ENG travel mode, the internal combustion engine 106 provides a braking force. The ENG travel mode is realized by any one of the first speed travel to the seventh speed travel described above.

図３は、ＥＶ走行モードの一例である第３速ＥＶ走行時に電動機１０７が出力した動力の変速機１１０における伝達経路を示す図である。上述したように、第３速ＥＶ走行では、第１及び第２クラッチ４１、４２を切断した状態で、ロック機構６１のロックを解除し、第１奇数段変速用シフター５１Ａを第３速用接続位置でインギアすることで、電動モータ７の動力が第４伝達経路を介して駆動輪ＤＷ，ＤＷに伝達される。   FIG. 3 is a diagram illustrating a transmission path in the transmission 110 of the power output from the electric motor 107 during the third speed EV traveling which is an example of the EV traveling mode. As described above, in the third speed EV traveling, the lock mechanism 61 is unlocked with the first and second clutches 41 and 42 disconnected, and the first odd-numbered shift shifter 51A is connected for the third speed. By in-gearing at the position, the power of the electric motor 7 is transmitted to the drive wheels DW and DW via the fourth transmission path.

上述のＥＶ走行モード（第３速ＥＶ走行）からアシスト走行モード又はＥＮＧ走行モードへ切り替える場合には、内燃機関１０６を始動する必要がある。このとき、ＥＣＵ１０５は、図４に示す第１クラッチ４１を締結する方法と、図５に示す第１、第２偶数段変速用シフター５２Ａ，５２Ｂのいずれかをインギアさせて第２クラッチ４２を締結する方法が考えられる。なお、図５は、第１偶数段変速用シフター５２Ａが第２速用接続位置でインギアしている状態を示している。   When switching from the above-described EV traveling mode (third speed EV traveling) to the assist traveling mode or the ENG traveling mode, the internal combustion engine 106 needs to be started. At this time, the ECU 105 engages the second clutch 42 by in-gearing either the method of engaging the first clutch 41 shown in FIG. 4 or the first and second even-speed shifters 52A and 52B shown in FIG. A way to do this is conceivable. FIG. 5 shows a state in which the first even speed shifter 52A is in gear at the second speed connection position.

図４に示す内燃機関１０６の始動方法では、電動モータ７のモータトルクが第３速用ギア２３を介して駆動トルクとして駆動輪ＤＷ，ＤＷに伝達されるとともに、第１クラッチ４１を締結することで第１主軸１１の回転が第１クラッチ４１を介して内燃機関１０６のクランク軸６ａに伝達される。このとき、第１奇数段変速用シフター５１Ａが第３速用接続位置でインギアしているので、第３速ＥＶ走行時の第１主軸１１の回転数で内燃機関１０６が始動される。   In the starting method of the internal combustion engine 106 shown in FIG. 4, the motor torque of the electric motor 7 is transmitted to the drive wheels DW and DW as drive torque via the third speed gear 23 and the first clutch 41 is engaged. Thus, the rotation of the first main shaft 11 is transmitted to the crankshaft 6 a of the internal combustion engine 106 via the first clutch 41. At this time, since the first odd speed shifter 51A is in-gear at the third speed connection position, the internal combustion engine 106 is started at the rotational speed of the first main shaft 11 during the third speed EV travel.

図５に示す内燃機関１０６の始動方法では、電動モータ７のモータトルクが第３速用ギア２３を介して駆動トルクとして駆動輪ＤＷ，ＤＷに伝達されるとともに、第２クラッチ４２を締結することで第２速用ギア２２から第２中間軸１６→第１アイドルギア列２７Ａ→第２主軸１２に伝達され、第２主軸１２の回転が第２クラッチ４２を介して内燃機関１０６のクランク軸６ａに伝達される。このとき、第１偶数段変速用シフター５２Ａが第２速用接続位置でインギアしているため、第２クラッチ４２を締結すると、カウンタ軸１４の回転が第２速用ギア２２を介して内燃機関１０６に伝達されるため、図４に示す方法に比べて高い回転数で内燃機関１０６が始動される。   In the starting method of the internal combustion engine 106 shown in FIG. 5, the motor torque of the electric motor 7 is transmitted to the drive wheels DW and DW as the drive torque via the third speed gear 23 and the second clutch 42 is engaged. Is transmitted from the second speed gear 22 to the second intermediate shaft 16 → the first idle gear train 27A → the second main shaft 12, and the rotation of the second main shaft 12 is transmitted through the second clutch 42 to the crankshaft 6a of the internal combustion engine 106. Is transmitted to. At this time, since the first even-numbered shift shifter 52A is in-gear at the second speed connection position, when the second clutch 42 is engaged, the rotation of the counter shaft 14 is transmitted through the second speed gear 22 to the internal combustion engine. Therefore, the internal combustion engine 106 is started at a higher rotational speed than the method shown in FIG.

次に、車両が第３速ＥＶ走行中に変速を行う際にＥＣＵ１０５が行う制御について説明する。   Next, control performed by the ECU 105 when the vehicle performs a shift during the third speed EV traveling will be described.

本実施形態では、車両が第３速ＥＶ走行中に、第１奇数段変速用シフター５１Ａを第３速用駆動ギア２３ａから開放し、ロック機構６１をロックすることで実現される第１速ＥＶ走行に切り替えると、当該切り替え期間に車両の実駆動力が要求駆動力に対して所定以上に低下することが予測されれば、ＥＣＵ１０５は、図５に示した方法によって内燃機関１０６を始動して、現在の変速ギア段より１段低い変速ギア段による第２速ＥＮＧ走行へ移行するよう制御する。   In the present embodiment, the first speed EV realized by releasing the first odd speed shifter 51A from the third speed drive gear 23a and locking the lock mechanism 61 while the vehicle is traveling in the third speed EV. When switching to traveling, if it is predicted that the actual driving force of the vehicle will fall below the required driving force during the switching period, the ECU 105 starts the internal combustion engine 106 by the method shown in FIG. Then, control is performed so as to shift to the second speed ENG traveling by the transmission gear stage that is one stage lower than the current transmission gear stage.

図６は、車両の走行状態（ＡＰ開度及び車速ＶＰ）に応じて選択される走行モードを示す図である。図６に示すように、ＥＣＵ１０５は、車両が第３速ＥＶ走行中に、ＡＰ開度が正の値ｔｈｌ〜ｔｈｈの範囲（ｔｈｌ＜ｔｈｈ）内の値であり車速ＶＰがしきい値ｔｈ１以下に低下すれば、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するよう制御する。但し、車両が第３速ＥＶ走行中に車速ＶＰがしきい値ｔｈ１以下に低下しても、そのときのＡＰ開度が値ｔｈｌ未満であれば、そのまま第３速ＥＶ走行が継続され、ＡＰ開度が値ｔｈｌ未満のまま車速ＶＰがしきい値ｔｈ２（＜ｔｈ１）以下に低下すると、ＥＣＵ１０５は、第３速ＥＶ走行から図７に示す第１速ＥＶ走行へ移行するよう制御する。なお、ＡＰ開度が値ｔｈｈ以上であれば、ＥＣＵ１０５は、車速ＶＰの値によらず、ＥＮＧ走行に移行する。   FIG. 6 is a diagram illustrating a travel mode selected according to the travel state of the vehicle (AP opening degree and vehicle speed VP). As shown in FIG. 6, when the vehicle is traveling at the third speed EV, the ECU 105 determines that the AP opening is a value within a range of positive values thl to thh (thl <thh) and the vehicle speed VP is equal to or less than a threshold th1. If the speed decreases, the control is performed so that the third speed EV traveling shifts to the second speed ENG traveling. However, even if the vehicle speed VP falls below the threshold th1 while the vehicle is traveling at the third speed EV, if the AP opening at that time is less than the value th1, the third speed EV travel is continued as it is, and AP If the vehicle speed VP decreases below the threshold value th2 (<th1) while the opening remains less than the value th1, the ECU 105 controls to shift from the third speed EV travel to the first speed EV travel shown in FIG. If the AP opening is equal to or greater than the value thh, the ECU 105 shifts to ENG travel regardless of the value of the vehicle speed VP.

図８は、図６に従って走行モードを選択する際にＥＣＵ１０５が行う制御のフローチャートである。図８に示すように、ＥＣＵ１０５は、車両が第３速ＥＶ走行中であるか否かを判断し（ステップＳ１０１）、第３速ＥＶ走行中であればステップＳ１０３に進む。ステップＳ１０３では、ＥＣＵ１０５は、ＡＰ開度が値ｔｈｈ未満（ＡＰ開度＜ｔｈｈ）であるか否かを判断し、ＡＰ開度≧ｔｈｈであればステップＳ１０５に進み、ＡＰ開度＜ｔｈｈであればステップＳ１０７に進む。ステップＳ１０５では、ＥＣＵ１０５は、第３速ＥＶ走行から車速ＶＰに応じた変速ギア段のＥＮＧ走行へ移行するよう制御する。   FIG. 8 is a flowchart of control performed by the ECU 105 when the travel mode is selected according to FIG. As shown in FIG. 8, the ECU 105 determines whether or not the vehicle is traveling at the third speed EV (step S101). If the vehicle is traveling at the third speed EV, the ECU 105 proceeds to step S103. In step S103, the ECU 105 determines whether or not the AP opening is less than the value thh (AP opening <thh). If the AP opening ≥ thh, the ECU 105 proceeds to step S105, and if the AP opening <thh. If so, the process proceeds to step S107. In step S105, the ECU 105 controls to shift from the third speed EV traveling to the ENG traveling of the gear stage corresponding to the vehicle speed VP.

ステップＳ１０７では、ＥＣＵ１０５は、ＡＰ開度が値ｔｈｌ以上（ｔｈｌ≦ＡＰ開度）であるか否かを判断し、ｔｈｌ≦ＡＰ開度あればステップＳ１０９に進み、ｔｈｌ＞ＡＰ開度であればステップＳ１１３に進む。ステップＳ１０９では、車速ＶＰがしきい値ｔｈ１以下（ＶＰ≦ｔｈ１）であるか否かを判断し、ＶＰ≦ｔｈ１であればステップＳ１１１に進み、ＶＰ＞ｔｈ１であればステップＳ１０１に戻る。ステップＳ１１１では、ＥＣＵ１０５は、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するよう制御する。   In step S107, the ECU 105 determines whether or not the AP opening is greater than or equal to the value thl (thl ≦ AP opening). If thl ≦ AP opening, the process proceeds to step S109, and if thl> AP opening. Proceed to step S113. In step S109, it is determined whether or not the vehicle speed VP is equal to or less than a threshold value th1 (VP ≦ th1). If VP ≦ th1, the process proceeds to step S111. If VP> th1, the process returns to step S101. In step S111, the ECU 105 controls to shift from the third speed EV traveling to the second speed ENG traveling.

ステップＳ１１３では、車速ＶＰがしきい値ｔｈ２以下（ＶＰ≦ｔｈ２）であるか否かを判断し、ＶＰ≦ｔｈ２であればステップＳ１１５に進み、ＶＰ＞ｔｈ２であればステップＳ１０１に戻る。ステップＳ１１５では、ＥＣＵ１０５は、第３速ＥＶ走行から第１速ＥＶ走行へ移行するよう制御する。   In step S113, it is determined whether or not the vehicle speed VP is equal to or less than a threshold value th2 (VP ≦ th2). If VP ≦ th2, the process proceeds to step S115, and if VP> th2, the process returns to step S101. In step S115, the ECU 105 controls to shift from the third speed EV travel to the first speed EV travel.

したがって、車両が第３速ＥＶ走行中に走行路の登り勾配が増大し、ＡＰ開度はｔｈｌ〜ｔｈｈの範囲内の値を維持しているものの車速ＶＰがしきい値ｔｈ１以下に低下したために変速を行う際、ＥＣＵ１０５は、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するよう制御する。図９は、車両が登坂路を第３速ＥＶ走行中に第２速ＥＮＧ走行に移行する際のＡＰ開度、車速ＶＰ、電動機１０７が出力するトルク（ＭＯＴトルク）、変速機１１０の第２クラッチ４２を断接するための油圧（偶数ＣＬトルク）、内燃機関１０６が出力するトルク（ＥＮＧトルク）、奇数段変速部における変速ギア段の位置、走行路の勾配、及び要求駆動力に対する実駆動力の各経時変化を示す図である。図９に示すように、第３速ＥＶ走行中に走行路の登り勾配が増大し、ＡＰ開度はｔｈｌ〜ｔｈｈの範囲内の値を維持しているものの車速ＶＰがしきい値ｔｈ１に低下すると、ＥＣＵ１０５は、変速機１１０の第２クラッチ４２に対する偶数ＣＬトルクを所定トルクまで上げて第２クラッチ４２を締結すると同時に、変速機１１０の第１偶数段変速用シフター５２Ａが第２速用接続位置でインギアした状態で、内燃機関１０６を始動するためのトルクを出力するよう電動機１０７（ＶＣＵ１０２及びインバータ１０３）を制御する。その結果、ＭＯＴトルクの一部が第２クラッチ４２を介して内燃機関１０６のクランク軸６ａに伝達され、内燃機関１０６が始動する。なお、このように、ＭＯＴトルクによって内燃機関１０６を始動している間の実駆動力は、図５に示すように電動機１０７から供給されるため、当該実駆動力は要求駆動力に対して大きく低下しない。   Therefore, the climbing slope of the travel path increases while the vehicle is traveling at the third speed EV, and the vehicle speed VP is decreased to the threshold value th1 or less although the AP opening is maintained at a value within the range of thl to thh. When shifting, the ECU 105 controls to shift from the third speed EV travel to the second speed ENG travel. FIG. 9 shows the AP opening, the vehicle speed VP, the torque output from the electric motor 107 (MOT torque), the second speed of the transmission 110 when the vehicle shifts to the second speed ENG traveling during the third speed EV traveling on the uphill road. Hydraulic pressure for connecting / disconnecting the clutch 42 (even CL torque), torque output from the internal combustion engine 106 (ENG torque), shift gear position in the odd speed shift section, travel path gradient, and actual driving force for the required driving force It is a figure which shows each each time-dependent change. As shown in FIG. 9, the climbing slope of the travel path increases during the third speed EV travel, and the vehicle speed VP decreases to the threshold value th1 although the AP opening maintains a value within the range of thl to thh. Then, the ECU 105 increases the even CL torque for the second clutch 42 of the transmission 110 to a predetermined torque and fastens the second clutch 42, and at the same time, the first even speed shifter 52 </ b> A of the transmission 110 is connected for the second speed. The electric motor 107 (VCU 102 and inverter 103) is controlled to output torque for starting the internal combustion engine 106 in the in-gear position. As a result, part of the MOT torque is transmitted to the crankshaft 6a of the internal combustion engine 106 via the second clutch 42, and the internal combustion engine 106 is started. As described above, since the actual driving force while starting the internal combustion engine 106 with the MOT torque is supplied from the electric motor 107 as shown in FIG. 5, the actual driving force is larger than the required driving force. It will not decline.

内燃機関１０６が始動した後、ＥＣＵ１０５は、偶数ＣＬトルクを０に低下させて第２クラッチ４２を開放すると同時に、ＭＯＴトルクを要求駆動力に応じたレベルまで下げる。次に、ＥＣＵ１０５は、偶数ＣＬトルクを徐々に上げて駆動輪ＤＷ，ＤＷに伝達されるＥＮＧトルクの割合を上げていくと同時に、ＭＯＴトルクを徐々に下げていく。このときのトルクの伝達状況を図１０に示す。最終的に、偶数ＣＬトルクを第２クラッチ４２が締結するまでのレベルに上げてＭＯＴトルクを０まで下げた状態になると、第２速ＥＮＧ走行への移行が完了する。第２速ＥＮＧ走行時のトルクの伝達状況を図１１に示す。なお、内燃機関１０６の始動完了後、第２速ＥＮＧ走行前のトルクかけ替え期間の実駆動力は、図１０に示したように内燃機関１０６と電動機１０７の双方から供給されるため、当該実駆動力は要求駆動力に対して大きく低下しない。   After the internal combustion engine 106 is started, the ECU 105 reduces the even CL torque to 0 and releases the second clutch 42, and simultaneously reduces the MOT torque to a level corresponding to the required driving force. Next, the ECU 105 gradually increases the even CL torque to increase the ratio of the ENG torque transmitted to the drive wheels DW and DW, and at the same time gradually decreases the MOT torque. The torque transmission state at this time is shown in FIG. Finally, when the even CL torque is raised to a level until the second clutch 42 is engaged and the MOT torque is reduced to 0, the transition to the second speed ENG traveling is completed. FIG. 11 shows the state of torque transmission during the second speed ENG traveling. Note that the actual driving force during the torque changing period after the start of the internal combustion engine 106 and before the second speed ENG travel is supplied from both the internal combustion engine 106 and the electric motor 107 as shown in FIG. The driving force is not greatly reduced with respect to the required driving force.

以上説明したように、本実施形態では、車両が第３速ＥＶ走行中に、第１速ＥＶ走行に切り替えるとその切り替え期間に実駆動力が要求駆動力に対して所定以上に低下することが予測されれば、第３速ＥＶ走行中のＡＰ開度がｔｈｌ〜ｔｈｈの範囲内で車速ＶＰがしきい値ｔｈ１以下に低下すると、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行する。第３速ＥＶ走行から第２速ＥＮＧ走行への移行に伴う変速機１１０の制御は奇数段変速部及び偶数段変速部の双方で行われ、偶数段変速部を介した内燃機関１０６からの動力が駆動輪ＤＷ，ＤＷに完全に伝達されるまでは、奇数段変速部を介した電動機１０７からの動力が駆動輪ＤＷ，ＤＷに伝達されるため、第３速ＥＶ走行から第２速ＥＮＧ走行への移行に伴う変速時に、実駆動力は要求駆動力に対して所定以上に低下しない。このように、本実施形態の車両は、要求駆動力に対して駆動力が所定以上に低下することなく変速できる。   As described above, in the present embodiment, when the vehicle is switched to the first speed EV travel while the vehicle is traveling at the third speed EV, the actual driving force may decrease more than a predetermined amount with respect to the required driving force during the switching period. If predicted, when the AP opening degree during the third speed EV traveling is within the range of thl to thh and the vehicle speed VP decreases below the threshold th1, the third speed EV traveling is shifted to the second speed ENG traveling. The control of the transmission 110 associated with the transition from the third speed EV traveling to the second speed ENG traveling is performed by both the odd-numbered transmission unit and the even-numbered transmission unit, and the power from the internal combustion engine 106 via the even-numbered transmission unit. Until the power is completely transmitted to the drive wheels DW and DW, the power from the electric motor 107 is transmitted to the drive wheels DW and DW via the odd-numbered transmission, so that the third speed EV traveling to the second speed ENG traveling is performed. At the time of shifting accompanying the shift to the actual driving force, the actual driving force does not decrease more than a predetermined amount with respect to the required driving force. As described above, the vehicle according to the present embodiment can shift without reducing the driving force to a predetermined level or more with respect to the required driving force.

また、第３速ＥＶ走行から第１速ＥＶ走行へ移行しても、ＡＰ開度が値ｔｈｌ未満であれば要求駆動力は小さいため、奇数段変速部での変速ギア段の変更に伴い実駆動力が要求駆動力に対して所定以上に低下することはない。本実施形態では、第３速ＥＶ走行中のＡＰ開度が値ｔｈｌ以上（かつ値ｔｈｈ未満）であるときに、車速ＶＰがしきい値ｔｈ１以下に低下すると、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するため、第３速ＥＶ走行から第１速ＥＶ走行への移行時に伴い上記低下が生じると予想される場合のみ、第２速ＥＮＧ走行への移行を行う。したがって、内燃機関１０６の無用な駆動を避けることができる。   Further, even if the third speed EV traveling is shifted to the first speed EV traveling, the required driving force is small if the AP opening is less than the value thl. The driving force does not decrease more than a predetermined amount with respect to the required driving force. In the present embodiment, when the AP opening degree during the third speed EV traveling is greater than or equal to the value thl (and less than the value thh), if the vehicle speed VP decreases to the threshold th1 or less, the second speed EV traveling from the second speed EV traveling. In order to shift to the high-speed ENG travel, the shift to the second-speed ENG travel is performed only when the above-described decrease is expected to occur with the transition from the third speed EV travel to the first speed EV travel. Therefore, useless driving of the internal combustion engine 106 can be avoided.

また、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するにあたっては内燃機関１０６を始動する必要があるが、内燃機関１０６の始動方法には図４に示した方法と図５に示した方法がある。図４に示した方法は、第１クラッチ４１を締結して電動機１０７の動力で始動する方法であり、図５に示した方法は、第１偶数段変速用シフター５２Ａを第２速用接続位置にインギアした状態で、第２クラッチ４２を締結して電動機１０７の動力で始動する方法である。第２速ＥＮＧ走行時には第１偶数段変速用シフター５２Ａを第２速用接続位置にインギアする必要があるため、第２速ＥＮＧ走行を行うのであれば、遅かれ早かれ当該インギアは行われる。本実施形態では、第３速ＥＶ走行から第２速ＥＮＧ走行へ移行するにあたっては、図５に示した方法で内燃機関１０６を始動するため、第３速ＥＶ走行から第２速ＥＮＧ走行への移行に伴う操作を第２クラッチ４２のみとすることができる。   Further, it is necessary to start the internal combustion engine 106 when shifting from the third speed EV traveling to the second speed ENG traveling. The method shown in FIG. 4 and the method shown in FIG. There is. The method shown in FIG. 4 is a method of engaging the first clutch 41 and starting with the power of the electric motor 107, and the method shown in FIG. 5 is that the first even-numbered shift shifter 52A is connected to the second speed connection position. In the in-gear state, the second clutch 42 is engaged and the electric power of the electric motor 107 is used for starting. During the second speed ENG traveling, it is necessary to in-gear the first even shift gear shifter 52A to the second speed connecting position. Therefore, if the second speed ENG traveling is performed, the in-gear is performed sooner or later. In the present embodiment, when shifting from the third speed EV traveling to the second speed ENG traveling, the internal combustion engine 106 is started by the method shown in FIG. 5, so that the third speed EV traveling is changed to the second speed ENG traveling. Only the second clutch 42 can be operated in accordance with the transition.

なお、本発明は、前述した実施形態に限定されるものではなく、適宜、変形、改良、等が可能である。例えば、第３速ＥＶ走行から、電動機１０７によるモータアシスト付き第２速ＥＮＧ走行へ移行しても良い。また、上記実施形態は、第３速ＥＶ走行から第２速ＥＮＧ走行への移行を例に説明したが、第５速ＥＶ走行から第４速ＥＮＧ走行への移行にも、第７速ＥＶ走行から第６速ＥＮＧ走行への移行にも適用できる。但し、第５速ＥＶ走行から第４速ＥＮＧ走行への移行時には、第２偶数段変速用シフター５２Ｂを第４速用接続位置にインギアし、第７速ＥＶ走行から第６速ＥＮＧ走行への移行時には、第１偶数段変速用シフター５２Ａを第６速用接続位置にインギアする。   In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably. For example, the third speed EV traveling may be shifted to the second speed ENG traveling with motor assistance by the electric motor 107. In the above-described embodiment, the transition from the third speed EV travel to the second speed ENG travel has been described as an example. However, the seventh speed EV travel is also performed in the transition from the fifth speed EV travel to the fourth speed ENG travel. It can also be applied to the transition from the 6th speed ENG travel. However, at the time of transition from the fifth speed EV travel to the fourth speed ENG travel, the second even-speed shift shifter 52B is in-geared at the fourth speed connection position, and the seventh speed EV travel is shifted to the sixth speed ENG travel. At the time of transition, the first even speed shifter 52A is in-geared at the sixth speed connection position.

また、本実施形態では、電動機１０７が奇数段変速部に接続された場合の構成例を示したが、偶数段変速部に接続された構成であってもよい。   In the present embodiment, the configuration example in the case where the electric motor 107 is connected to the odd-numbered transmission unit has been described. However, the configuration may be such that the electric motor 107 is connected to the even-numbered transmission unit.

４１ 第１クラッチ
４２ 第２クラッチ
６１ ロック機構
５１Ａ 第１奇数段変速用シフター
５１Ｂ 第２奇数段変速用シフター
５２Ａ 第１偶数段変速用シフター
５２Ｂ 第２偶数段変速用シフター
２２ａ 第２速用駆動ギア
２３ａ 第３速用駆動ギア
２４ａ 第４速用駆動ギア
２５ａ 第５速用駆動ギア
９６ａ 第６速用駆動ギア
９７ａ 第７速用駆動ギア
１０１ 蓄電器
１０２ ＶＣＵ
１０３ インバータ
１０４ 車速センサ
１０５ ＥＣＵ
１０６ 内燃機関
１０７ 電動機
１１０ 変速機 41 1st clutch 42 2nd clutch 61 Lock mechanism 51A 1st odd speed shifter 51B 2nd odd speed shifter 52A 1st even speed shifter 52B 2nd even speed shifter 22a 2nd speed drive gear 23a 3rd speed drive gear 24a 4th speed drive gear 25a 5th speed drive gear 96a 6th speed drive gear 97a 7th speed drive gear 101 Capacitor 102 VCU
103 Inverter 104 Vehicle speed sensor 105 ECU
106 Internal combustion engine 107 Electric motor 110 Transmission

Claims (3)

内燃機関と、
電動機と、
前記内燃機関及び前記電動機の少なくとも一方からの動力を変速して駆動輪に伝達する変速機と、
前記内燃機関、前記電動機及び前記変速機を制御する制御部と、を備えるハイブリッド車両であって、
前記変速機は、
第１断接手段を介して前記内燃機関に接続され、第１切替手段により複数のギアを選択可能な第１変速部と、
第２断接手段を介して前記内燃機関に接続され、第２切替手段により複数のギアを選択可能な第２変速部と、を有し、
前記第１変速部には、前記内燃機関及び前記電動機の少なくとも一方の動力が入力され、
前記第２変速部には、前記内燃機関の動力が入力され、
前記制御部は、
前記ハイブリッド車両が前記第１変速部を介した前記電動機からの動力のみによる第１走行中に、現在の変速ギア段よりも低い変速ギア段での前記第１変速部を介した前記電動機からの動力のみによる第２走行に切り替えると、当該切り替え期間に前記ハイブリッド車両の駆動力が要求駆動力に対して所定以上に低下することが予測されれば、前記第１走行から前記現在の変速ギア段より１段低い変速ギア段による前記第２変速部を介した前記内燃機関からの動力による第３走行へ移行するよう制御する、ハイブリッド車両。 An internal combustion engine;
An electric motor,
A transmission that shifts power from at least one of the internal combustion engine and the electric motor and transmits the power to drive wheels;
A control unit that controls the internal combustion engine, the electric motor, and the transmission, and a hybrid vehicle comprising:
The transmission is
A first transmission unit connected to the internal combustion engine via a first connecting / disconnecting unit and capable of selecting a plurality of gears by the first switching unit;
A second transmission unit connected to the internal combustion engine via a second connecting / disconnecting unit and capable of selecting a plurality of gears by a second switching unit;
The first transmission unit receives at least one power of the internal combustion engine and the electric motor,
Power of the internal combustion engine is input to the second transmission unit,
The controller is
While the hybrid vehicle is in the first traveling only by the power from the electric motor through the first transmission unit, the hybrid vehicle is If it is predicted that when the driving is switched to the second driving only by the power, the driving force of the hybrid vehicle is expected to decrease more than a predetermined driving force with respect to the required driving force during the switching period, the current transmission gear stage is changed from the first driving. A hybrid vehicle that controls to shift to the third traveling by the power from the internal combustion engine via the second transmission unit with a transmission gear stage that is one step lower. 請求項１に記載のハイブリッド車両であって、
前記制御部は、
前記ハイブリッド車両の走行速度及び前記ハイブリッド車両のアクセルペダルに対する操作量を示すアクセルペダル開度に基づき、前記内燃機関の駆動、前記電動機の出力及び前記変速機の状態を制御し、
前記ハイブリッド車両が前記第１走行中、前記アクセルペダル開度が正の所定値以上の状態で前記走行速度がしきい値以下に低下すると、前記第１走行から前記第３走行へ移行するよう制御する、ハイブリッド車両。 The hybrid vehicle according to claim 1,
The controller is
Based on a travel speed of the hybrid vehicle and an accelerator pedal opening indicating an operation amount with respect to an accelerator pedal of the hybrid vehicle, the driving of the internal combustion engine, the output of the electric motor, and the state of the transmission are controlled,
While the hybrid vehicle is in the first travel, control is performed to shift from the first travel to the third travel when the travel speed decreases below a threshold value with the accelerator pedal opening being a positive positive value or more. A hybrid vehicle. 請求項１又は２に記載のハイブリッド車両であって、
前記制御部は、前記第１走行から前記第３走行へ移行するにあたって、前記第２断接手段を締結して前記現在の変速ギア段より１段低い前記第２変速部の変速ギア段を介して前記電動機の動力で前記内燃機関を始動する、ハイブリッド車両。 The hybrid vehicle according to claim 1 or 2,
When the control unit shifts from the first traveling to the third traveling, the control unit engages with the second connecting / disconnecting unit and passes through the transmission gear stage of the second transmission unit that is one stage lower than the current transmission gear stage. A hybrid vehicle that starts the internal combustion engine with the power of the electric motor.
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