WO2009123108A1 - ハイブリッド動力装置 - Google Patents

ハイブリッド動力装置 Download PDF

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Publication number
WO2009123108A1
WO2009123108A1 PCT/JP2009/056490 JP2009056490W WO2009123108A1 WO 2009123108 A1 WO2009123108 A1 WO 2009123108A1 JP 2009056490 W JP2009056490 W JP 2009056490W WO 2009123108 A1 WO2009123108 A1 WO 2009123108A1
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WO
WIPO (PCT)
Prior art keywords
gear
drive train
input shaft
transmission mechanism
engine
Prior art date
Application number
PCT/JP2009/056490
Other languages
English (en)
French (fr)
Inventor
丹波　俊夫
裕一 福原
佐々木　環
幸男 豊良
雅洋 大村
Original Assignee
アイシン・エーアイ株式会社
トヨタ自動車株式会社
アイシン精機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エーアイ株式会社, トヨタ自動車株式会社, アイシン精機株式会社 filed Critical アイシン・エーアイ株式会社
Priority to JP2010505898A priority Critical patent/JP5017450B2/ja
Priority to US12/936,077 priority patent/US8771143B2/en
Priority to EP09729163.7A priority patent/EP2272729B1/en
Priority to CN2009801121138A priority patent/CN101983150B/zh
Publication of WO2009123108A1 publication Critical patent/WO2009123108A1/ja

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    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/54—Transmission for changing ratio
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    • F16H2061/1204—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0008—Transmissions for multiple ratios specially adapted for front-wheel-driven vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output

Definitions

  • the present invention relates to a hybrid power unit, and more particularly to a hybrid power unit suitable for a dual clutch type vehicle transmission.
  • Japanese Patent Laying-Open No. 2005-186931 discloses a hybrid power unit using this type of dual clutch.
  • the hybrid power unit includes a first input shaft and a second input shaft, which are coaxially disposed so as to be relatively rotatable and selectively transmit engine driving force via a dual clutch, and the two input shafts.
  • a first gear transmission mechanism and a second gear transmission mechanism assembled to the first output shaft and the second output shaft, respectively, which are arranged in parallel, and a motor connected to the second output shaft and supplied with electric power.
  • a motor / generator that operates as a generator to charge a battery when the driving wheel connected to the first output shaft or the second output shaft is driven and driven by the driving wheel.
  • the first input shaft and the second input shaft are alternately transmitted with the driving force of the engine via the first friction clutch or the second friction clutch constituting the dual clutch.
  • the driving force is transmitted to the driving wheel via the first gear transmission mechanism or the second gear switching mechanism.
  • the motor / generator operates as an electric motor or a generator
  • the motor / generator is connected to the second output shaft via the second input shaft and the second gear transmission mechanism.
  • the shift stage of the first gear transmission mechanism is switched to the shift stage of the second gear transmission mechanism, one of the dual clutches is disengaged and the other friction clutch is engaged so that the shift stage is engaged. Is switched. If both friction clutches remain engaged at the same time due to a malfunction of the control system at the time of such gear shifting, the gear shifting mechanism switching mechanism is interlocked and cannot rotate, causing the engine to stop suddenly. As a result, the vehicle becomes unable to travel.
  • An object of the present invention is to make it possible to avoid an interlock of a gear transmission mechanism that occurs at the time of shifting of a gear stage in a transmission equipped with the above-described hybrid power unit.
  • the present invention includes a first input shaft that transmits the driving force of an engine via a first friction clutch, and a gear transmission mechanism that is assembled to the first input shaft.
  • a first drive train configured, a second input shaft that transmits the driving force of the engine via a second friction clutch, and a gear transmission mechanism that is assembled to the second input shaft.
  • Two drive trains a motor generator connected to the first input shaft or the second input shaft, an output shaft of the gear transmission mechanism of the first drive train or an output shaft of the gear transmission mechanism of the second drive train
  • a hybrid power plant including a driven device driven by a driving force transmitted from a rotation speed sensor for detecting a rotation speed of the engine, and a gear transmission mechanism of the first drive train or the second drive train.
  • the selected gear position is the other drive train
  • the engine rotational speed deceleration detected by the rotational speed sensor is compared with a predetermined deceleration upper limit value and the deceleration upper limit value is exceeded.
  • the motor-generator is activated as an electric motor to generate a load torque that cancels out the torque input from the engine on the input shaft of the other drive train, and then the gear stage that is switched by the gear transmission mechanism of the input shaft.
  • the present invention provides a hybrid power unit comprising a control means for operating an operation member at the same gear stage so as to be disengaged.
  • a torque sensor for detecting torque input from the engine is provided on the input shaft of the other drive train, and the input of the other drive train is provided.
  • the control means includes means for controlling the operation of the motor / generator so that the load torque applied to the shaft is substantially the same as the torque detected by the torque sensor.
  • the engine deceleration is the upper limit.
  • the operation member of the same gear stage is repeatedly operated so that the load torque is generated by repeatedly starting the motor / generator as an electric motor until the value is equal to or lower than the value, and the gear stage is disengaged.
  • the shafts of both drive trains may be interlocked.
  • the torque transmitted from the engine to the other input shaft is offset by the load torque generated by the activation of the motor / generator, thereby eliminating the torque transmitted to the other input shaft.
  • the engagement of the gear stage switched by the gear transmission mechanism of the other drive train is easily released, and the engagement of the previously selected gear stage is maintained and traveling at the same gear stage is possible. become.
  • the hybrid power unit according to the present invention is applied to the automatic transmission TM having six forward speeds and one reverse speed shown in FIG.
  • This automatic transmission TM is of a dual clutch type, and a first input shaft 13a and a second input shaft 13b, which are rotatably supported in a transmission case H in parallel with each other, are constituted by a first friction clutch C1 and a second friction clutch. It is connected to the output shaft 10a of the engine 10 via C2.
  • the input member of the friction clutch C1 is coupled to a support shaft 11d of a driven gear 11b meshed with a drive gear 11a that rotates integrally with the output shaft 10a of the engine 10.
  • the input member of the friction clutch C2 is coupled to the support shaft 11e of the driven gear 11c meshed with the drive gear 11a that rotates integrally with the output shaft 10a of the engine 10.
  • the first output shaft 14a and the second output shaft 14b disposed in parallel with the first input shaft 13a and the second input shaft 13b, respectively, are connected to a drive gear 14d engaged with a driven gear 14f provided on the third output shaft 14c.
  • 14e is connected to the third output shaft 14c.
  • the third output shaft 14c is connected to drive wheels 19 and 19 via a drive pinion 16a, a ring gear 16b, a differential gear 17 and axle shafts 18 and 18.
  • the first and second friction clutches C1 and C2 constituting the dual clutch 12 become a half-clutch in the middle of the shift speed change, and one transmission torque and the other transmission torque increase or decrease in opposite directions. Then, after completion of the shift speed change, one of the friction clutches is completely engaged and its transmission torque becomes a predetermined maximum value, and the other friction clutch is completely released and its transmission torque becomes zero. Further, it is controlled by the control device 20 described later.
  • a first gear transmission mechanism SM1 having a gear switching mechanism M is provided between the first input shaft 13a and the first output shaft 14a, and a gear switching mechanism is provided between the second input shaft 13b and the second output shaft 14b.
  • a second gear transmission mechanism SM2 having M is provided.
  • the first gear transmission mechanism SM1 includes first-speed, third-speed, and fifth-speed (odd-numbered) transmission gear pairs G1, G3, G5 and a reverse gear train GB.
  • each drive gear is fixed to the first input shaft 13a, and each driven gear is rotatably supported by the first output shaft 14a.
  • first switching clutch D1 that selectively couples each to the first output shaft 14a, and the fifth transmission gear pair G5.
  • a third switching clutch D3 that is selectively connected to the first output shaft 14a is provided between the driven gears of the reverse gear train GB.
  • An idle gear is interposed between the drive gear and the driven gear of the reverse gear train GB.
  • the second gear switching mechanism SM2 includes second, fourth and sixth (even-numbered) speed gear pairs G2, G4 and G6.
  • each drive gear is fixed to the second input shaft 13b, and each driven gear is rotatably supported by the second output shaft 14b.
  • a second switching clutch D2 that is selectively connected to the second output shaft 14b, and the sixth transmission gear pair G6.
  • a fourth switching clutch D4 that selectively couples the driven gear to the second output shaft 14b is provided on one side of the driven gear.
  • Each of the switching clutches D1 to D4 has a known synchromesh mechanism, and includes a clutch hub L fixed to each of the first output shaft 14a and the second output shaft 14b, and a sleeve (operation Member) M.
  • Each sleeve M is reciprocated in the axial direction automatically or manually via the shift forks F1 to F4 and engages with an engagement member N fixed to the driven gears on both sides (or one side).
  • Each driven gear is selectively connected to the clutch hub L.
  • the control device 20 that controls the operation of the hybrid power plant according to the first embodiment includes a rotation speed sensor 21 that is arranged so as to detect the rotation speed of the driven gear 11c that rotates by the driving force of the engine 10, and a second speed sensor 21.
  • a torque sensor 22 is connected so as to detect the torque T transmitted to the second input shaft 13b via the friction clutch C2.
  • the rotation speed sensor 21 is a magnetic sensor that detects the passage of each tooth tip of the driven gear 11c, and the control device 20 detects the rotation of the rotation speed sensor 21 during each rotation of the driven gear 11c.
  • the detection signal is received many times, and the rotational speed of the engine 10, its fluctuation, and the deceleration S are calculated based on the timing of each detection signal and detected.
  • the torque sensor 22 is disposed at a portion of the second input shaft 13b located between the second friction clutch C2 and the second gear transmission mechanism SM2.
  • a motor / generator 15 is connected to one end of the second input shaft 13b located on the opposite side of the second friction clutch C2.
  • the motor generator 15 is supplied with electric power from a battery (not shown) in a state where the engine 10 has no output margin and operates as an electric motor, and drives the drive wheels 19 and 19 in cooperation with the engine 10. Further, the motor / generator 15 is driven by the second input shaft 13b and operates as a generator when the engine 10 is driven from the drive wheels 19 and 19 side or when the output of the engine 10 has a margin. Functions to charge the battery. In this embodiment, the motor / generator 15 is connected to one end of the second input shaft 13b. Alternatively, the motor / generator 15 may be connected to the first input shaft.
  • the control device 20 gradually engages the first friction clutch C1 of the dual clutch 12 to increase its engagement force.
  • the driving torque of the engine 10 is changed from the first friction clutch C1 to the first input shaft 13a, the first transmission gear pair G1, the first switching clutch D1, the first output shaft 14a, the gears 14d and 14f, the third output shaft 14c,
  • the vehicle is transmitted to the drive wheels 19 and 19 through the gears 16a and 16b, the differential gear 17 and the axle shafts 18 and 18, and the automobile starts to travel at the first speed.
  • the control device 20 moves the sleeve M of the second switching clutch D2 to the right to move the second gear transmission mechanism.
  • the second friction clutch C2 is engaged after the first friction clutch C1 of the dual clutch 12 is disengaged, and the second speed traveling is performed.
  • the sleeve M of the first switching clutch D1 is returned to the neutral position.
  • the control device 20 sequentially forms gears suitable for the operation state of the vehicle at that time, and alternately switches the engagement of the first friction clutch C1 and the second friction clutch C2 to thereby change the operation state of the vehicle.
  • a solid line arrow in FIG. 2 indicates a power transmission path in a state where the vehicle is traveling at the third speed of the first gear transmission mechanism SM1 (using the third transmission gear pair G3) by the driving force of the engine 10.
  • 2 indicates a power transmission path in a state where the engine 10 is traveling at the fourth speed of the second gear transmission mechanism SM2 (using the fourth transmission gear pair G4) by the driving force of the engine 10.
  • the control device 20 moves the sleeve M of the third switching clutch D3 to the left to form a reverse stage by the reverse gear train GB, and the rotational speed of the engine 10 is increased by the accelerator operation. Then, the control device 20 gradually engages the first friction clutch C1 of the dual clutch 12 to increase its engagement force, whereby the drive torque of the engine 10 is transmitted to the first output shaft 14a via the reverse gear train GB. And reverse is started in the same manner as in the first speed.
  • the control device 20 When the vehicle is driven by the motor / generator 15, when the shift lever of the transmission is set to the forward position while the vehicle is stopped, the control device 20 performs the first gear shift in the same manner as in the case of traveling by the driving force of the engine 10 described above.
  • the motor / generator 15 When the first speed stage is formed by the mechanism SM1 and the accelerator opening increases, the motor / generator 15 is fed to operate as an electric motor, and at the same time, the first friction clutch C1 and the second friction clutch C2 are gradually engaged. The engagement force is increased. As a result, the drive torque of the motor / generator 15 is changed to the second input shaft 13b, the first and second friction clutches C1 and C2, the first input shaft 13a, the first transmission gear pair G1, the first switching clutch D1, and the first output.
  • the vehicle is transmitted to the drive wheels 19, 19 via the shaft 14a, the gears 14d, 14f, the third output shaft 14c, the gears 16a, 16b, the differential gear 17, and the axle shafts 18, 18, and the vehicle starts to travel at the first speed.
  • the control device 20 temporarily stops the power supply to the motor / generator 15 and engages the friction clutches C1 and C2.
  • the first switching clutch D1 is returned to the neutral position, the second gear speed mechanism SM2 is formed in the same manner as described above, and then the friction clutches C1 and C2 are engaged again.
  • the motor / generator 15 is fed to operate as an electric motor so that the vehicle travels at the second speed stage.
  • the control device 20 sequentially forms gear stages suitable for the driving state of the automobile.
  • both the friction clutches C1 and C2 are engaged
  • both the friction clutches C1 and C2 are disengaged and the vehicle is driven at a gear stage according to the running state. Shifting down the gear is performed in the reverse procedure to that described above.
  • the solid arrow in FIG. 3 indicates the power transmission in a state where the vehicle is traveling at the first speed of the first gear transmission mechanism SM1 (using the first transmission gear pair G1) by the driving force of the motor / generator 15.
  • the broken line arrows in FIG. 3 indicate the power in the state of traveling at the second speed of the second gear transmission mechanism SM2 (using the second transmission gear pair G2) by the driving force of the motor generator 15. Indicates the transmission path.
  • the motor / generator 15 drives the drive wheels 19 and 19 in cooperation with the engine 10
  • the frictional clutches C1 and C2 are engaged so that the driving force of the motor / generator 15 is supplied to the first gear transmission mechanism SM1.
  • the driving force of the engine 10 is also transmitted at the same gear as that of the first gear transmission mechanism SM1.
  • the reverse movement by the motor / generator 15 is performed in the same manner as in the case of the first speed by forming the reverse gear stage by the reverse gear train GB, similarly to the reverse movement by the engine 10.
  • the solid arrow in FIG. 2 indicates that the first input shaft 13a and the first output shaft 14a are connected by the third transmission gear pair G3 as described above, and the first friction clutch C1 is engaged to run at the third speed.
  • the power transmission path is shown.
  • the control device 20 moves the sleeve M of the second switching clutch D2 to the left while the engagement of the second friction clutch C2 is released.
  • the second input shaft 13b and the second output shaft 14b are connected by the fourth transmission gear pair G4, and then the first friction clutch C1 is disengaged and then the second friction clutch C2 is engaged, and then the second friction clutch C2 is engaged.
  • the sleeve M of the one-switching clutch D1 is moved rightward to release the connection between the first input shaft 13a and the first output shaft 14a by the third transmission gear pair G3.
  • the power transmission path for the third speed stage indicated by the solid line arrow in FIG. 2 is eliminated, and the power transmission path for the fourth speed stage indicated by the broken line arrow is formed.
  • the engagement of the first friction clutch C1 is not released due to a malfunction of the control system, and the first friction clutch C1 and the second friction clutch. If C2 remains engaged at the same time, the engine 10 and the third output shaft 14c are connected via the third transmission gear pair G3 and the fourth transmission gear pair G4 arranged in parallel and having different transmission ratios.
  • the shafts 13a, 13b, 14a, 14b of the transmission TM are interlocked and cannot rotate. When this interlock occurs, the engine 10 is suddenly stopped, and the automobile that was traveling at the third speed is suddenly stopped.
  • the control device 20 moves the sleeve M of the first switching clutch D1 to the right to change the first speed change gear pair G3.
  • An attempt is made to release the connection between the first input shaft 13a and the first output shaft 14a.
  • the interlock is generated, a large transmission torque is generated in the spline engagement portion between the sleeve M of the first switching clutch D1 and the engagement member N of the driven gear of the third transmission gear pair G3.
  • the sleeve M of the switching clutch D1 cannot move due to the frictional resistance of the spline engaging portion. For this reason, the connection between the first input shaft 13a and the first output shaft 14a is not released, and the interlock is not released.
  • Such an interlock is not limited to when the gear position is changed, but may be caused by a failure of the control system.
  • the control device 20 of the hybrid power plant repeatedly executes the processing by the control program of FIG. 4 every predetermined short time.
  • the control device 20 detects the rotational speed of the engine 10 based on the detection signal of the rotational speed sensor 21 and calculates the fluctuation and deceleration S, while the second friction clutch C2 is detected by the detection signal of the torque sensor 22.
  • the torque T transmitted to the second input shaft 13b is detected (step 100), and this deceleration S is compared with the deceleration upper limit value S0 (step 101).
  • the deceleration upper limit value S0 is a large value that does not occur in a normal operating state unless the above-described interlock occurs. Since S> S0 is not satisfied in the normal operation state, the control device 20 ends the control operation by the control program of FIG.
  • the control device 20 advances the control operation from step 101 to step 102.
  • the motor / generator 15 is activated as an electric motor to generate a load torque that cancels out the torque transmitted from the engine 10 to the second input shaft 13b. It is desirable that the load torque generated at this time is substantially the same as the torque T detected by the torque sensor 22.
  • the control device 20 applies the operating force to the sleeve M of the second gear transmission mechanism SM2 in such a direction as to release the gear stage formed at that time among the respective gear stages of the second gear transmission mechanism SM2.
  • the operation of the speed change mechanism SM2 is controlled (step 103), and the control program is returned to step 100.
  • step 102 the load torque applied to the second input shaft 13b by the activation of the motor / generator 15 is opposite to the torque T transmitted to the second input shaft 13b via the second friction clutch C2, and its value is It is substantially the same size as the torque T.
  • the torque transmitted to the second output shaft 14b via the second gear transmission mechanism SM2 becomes substantially zero or a value close thereto, and the gear stage of the second gear transmission mechanism SM2 is controlled by the control device 20. Is easily released by the operating force applied to the sleeve M, and the occurrence of an interlock is avoided in advance.
  • the deceleration S detected in step 100 is equal to or less than the deceleration upper limit S0, the processing of the control program in FIG.
  • step 103 Since there is a slight difference between the time point when the torque T transmitted to the second input shaft 13b is detected and the time point when the load torque is generated, the torque transmitted to the second output shaft 14b via the second gear transmission mechanism SM2. May increase, and the gear position of the second gear transmission mechanism SM2 may not be released in step 103. In that case, the processing from step 100 to steps 101 to 103 is repeated again to release the interlock, and the control program according to the flowchart of FIG. 4 ends.
  • FIG. 5 is a flowchart of the control program executed by the control device 20 in the second embodiment of the present invention.
  • Steps 200, 201, 202, and 203 are steps 100, 100 in the control program of FIG. 101, 102, and 103, respectively.
  • step 200 in the control program of FIG. 5 only the deceleration S of the rotational speed of the engine 10 is detected, and at step 202, the motor / generator is turned on in order to avoid the occurrence of an interlock at the time of shifting the gear. It is characterized in that the load torque generated upon activation is set to a predetermined magnitude.
  • the load torque for canceling the torque transmitted to the second input shaft 13b at the time of shifting the gear is set to a predetermined magnitude, so that the second transmission TM shown in FIG.
  • the control device 20 detects the deceleration S of the rotational speed of the engine 10 based on the detection signal from the rotational speed sensor 21 in step 200, and this deceleration S is detected in step 201. As in the first embodiment, it is compared with the upper limit value S0 of the deceleration, and if it is a normal operating state, S> S0 is not satisfied, and thus the processing of this control program is terminated.
  • step 203 the sleeve M (operation member) of the same gear stage is operated so as to release the engagement of the gear stage switched by the gear transmission mechanism SM2 of the second input shaft 13b. If the engagement of the changed gear is not released by this process, the processes of steps 200, 201, 202 and 203 are repeated.
  • the hybrid power unit of the present invention is applied to the transmission TM shown in FIG. 1
  • the hybrid power unit of the present invention is illustrated in FIG.
  • the first and second input shafts 13a and 13b driven by the engine 10 via the first and second friction clutches C1 and C2 constituting the dual clutch 12 are coaxially arranged.
  • the first and second input shafts 13a and 13b are rotationally driven by the engine 10 by connecting the clutch cover 12a of the dual clutch 12 to the output shaft 10a of the engine 10, and the rotational speed sensor 21 is connected to the clutch cover 12a. The rotation speed is detected.
  • the output shaft 14 is connected to the final reduction gear pair 16c. 16d, a differential gear 17 and axle shafts 18 and 18 are connected to drive wheels 19 and 19.
  • a first gear transmission mechanism SM1 is provided between the rear half of the first input shaft 13a protruding from the second input shaft 13b and the output shaft 14, and a second gear is provided between the second input shaft 13b and the output shaft 14.
  • a transmission mechanism SM2 is provided.
  • gear transmission mechanisms SM1 and SM2 have substantially the same structure as the gear transmission mechanisms SM1 and SM2 shown in FIG.
  • the motor / generator 15 is connected to the second input shaft 13b by meshing the gear 15b fixed to the output / input shaft 15a with the drive gear of the sixth transmission gear pair G6.
  • this automatic transmission is the same as the function of the automatic transmission shown in FIG. 1, and the control device 20 described above executes the control program shown in FIG. To avoid the interlock caused by the engagement of the first friction clutch C1 and the second friction clutch C2 when the gear stage of the first gear transmission mechanism SM1 is switched to the gear stage of the second gear transmission mechanism. Can do.
  • FIG. 1 is a skeleton diagram showing the overall structure of a first embodiment of a hybrid power plant according to the present invention
  • FIG. 1 is a skeleton diagram for explaining an operating state when driven by the engine of the first embodiment shown in FIG.
  • FIG. 1 is a skeleton diagram for explaining an operating state when driven by the motor / generator of the first embodiment shown in FIG. 1
  • the flowchart of the control program performed by the control apparatus in 1st Embodiment shown in FIG. The flowchart of the control program performed by the control apparatus in 2nd Embodiment of the hybrid power plant by this invention, It is a skeleton figure which shows the modification of the hybrid power plant shown in FIG.
  • DESCRIPTION OF SYMBOLS 10 ... Engine, 12 ... Dual clutch, 13a ... 1st input shaft, 13b ... 2nd input shaft, 14, 14a, 14b ... Output shaft (1st output shaft, 2nd output shaft), 15 ... Motor generator), DESCRIPTION OF SYMBOLS 19 ... Drive wheel, 20 ... Control apparatus, 21 ... Rotational speed sensor, 22 ... Torque sensor, C1 ... 1st friction clutch, C2 ... 2nd friction clutch, SM1 ... 1st gear transmission mechanism, SM2 ... 2nd gear transmission mechanism ).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

　　第１駆動列又は第２駆動列の歯車変速機構にて選択された変速段が他方の駆動列の歯車変速機構の変速段に切換えられるとき回転速度センサによって検出されるエンジンの回転速度の減速度を予め設定した上限値と比較して同上限値を超えたとき第２駆動列の入力軸に接続したモ－タ・ジェネレータを電動機として起動して同入力軸にエンジンから入力されるトルクを相殺する負荷トルクを発生させた状態にて前記他方の駆動列の歯車変速機構の変速段の係合を解除させるようにした。

Description

ハイブリッド動力装置 発明の技術分野
　本発明はハイブリッド動力装置、特にデュアルクラッチ式車両用変速機に適したハイブリッド動力装置に関する。
公知技術の検討
　特開２００５－１８６９３１号公報においては、この種のデュアルクラッチ
使用したハイブリッド動力装置が開示されている。　このハイブリッド動力装置は、同軸的に相対回転可能に配置されてエンジンの駆動力をデュアルクラッチを介して選択的に伝達される第１入力軸と第２入力軸と、これら２本の入力軸と平行に配置された第１出力軸と第２出力軸にそれぞれ組付けた第１歯車変速機構と第２歯車変速機構と、第２出力軸に連結されて電力を供給されると電動機として作動して前記第１出力軸又は第２出力軸に連結された駆動車輪を駆動し逆に同駆動車輪によって駆動されたとき発電機として作動してバッテリを充電するモータ・ジェネレータを備えている。
発明の解決課題
　上記のハイブリッド動力装置を採用した変速機においては、第１入力軸と第２入力軸は、デュアルクラッチを構成する第１摩擦クラッチ又は第２摩擦クラッチを介して交互にエンジンの駆動力を伝達され、その駆動力が第１歯車変速機構又は第２歯車切換機構を介して駆動車輪に伝達されるようになっている。一方モータ・ジェネレータは、電動機または発電機として作動する場合、第２入力軸と第２歯車変速機構を介して第２出力軸に連結されるようになっている。このハイブリッド動力装置においては、第１歯車変速機構の変速段を第２歯車変速機構の変速段に切換えるときデュアルクラッチの一方の摩擦クラッチを離脱させて他方の摩擦クラッチを係合させることにより変速段の切換えがなされる。かかる変速段の切換え時に、制御系統の誤作動などによって両方の摩擦クラッチが同時に係合されたままになると、両歯車変速機構の切換え機構がインターロックされて回転不能になり、エンジンが急停止して当該車両が走行不能になるといる事態が生じる。
発明の概要
　本発明の目的は、上述したハイブリッド動力装置を備えた変速機において変速段の切換時に生じる歯車変速機構のインターロックを未然に回避できるようにすることにある。
　本発明は、上記の目的を達成するため、エンジンの駆動力を第１摩擦クラッチを介して伝達される第１入力軸と、該第１入力軸に組付けた一組の歯車変速機構とにより構成した第１駆動列と、前記エンジンの駆動力を第２摩擦クラッチを介して伝達される第２入力軸と、該第２入力軸に組付けた一組の歯車変速機構とにより構成した第２駆動列と、前記第１入力軸又は第２入力軸に接続したモ－タ・ジェネレータと、前記第１駆動列の歯車変速機構の出力軸又は前記第２駆動列の歯車変速機構の出力軸から伝達される駆動力により駆動される被駆動装置とを備えたハイブリッド動力装置において、前記エンジンの回転速度を検出する回転速度センサと、前記第１駆動列又は第２駆動列の歯車変速機構にて選択された変速段が他方の駆動列の歯車変速機構の変速段に切換えられるとき前記回転速度センサによって検出される前記エンジンの回転速度の減速度を予め設定した減速度の上限値と比較して同減速度の上限値を超えたとき前記モータ・ジェネレータを電動機として起動して前記他方の駆動列の入力軸に前記エンジンから入力されるトルクを相殺する負荷トルクを発生させてから同入力軸の歯車変速機構にて切換えられた変速段の係合を解除させるように同変速段の操作部材を作動させる制御手段とを設けたことを特徴とするハイブリッド動力装置を提供するものである。
　本発明の実施にあたっては、上記のように構成したハイブリッド動力装置において、前記他方の駆動列の入力軸に前記エンジンから入力されるトルクを検出するトルクセンサを設けて、前記他方の駆動列の入力軸に加える負荷トルクが前記トルクセンサにより検出されるトルクと実質的に同じになるように前記モータ・ジェネレータの作動を制御する手段を前記制御手段に備えることが望ましい。　また、この場合、前記第１駆動列又は第２駆動列の歯車変速機構にて選択された変速段が他方の駆動列の歯車変速機構の変速段に切換えられるとき前記エンジンの減速度が前記上限値以下になるまで前記モータ・ジェネレエータを電動機として繰り返し起動して前記負荷トルクを発生させるとともに前記変速段の係合を解除させるように同変速段の操作部材を繰り返し作動させることが望ましい。
　上記のように構成したハイブリッド動力装置においては、前記第１駆動列又は第２駆動列の歯車変速機構にて選択された変速段が他方の駆動列の歯車変速機構の変速段に切換えられるとき、前記第１駆動列の第１摩擦クラッチの係合が解除されるのに先立って或いは同時に第２摩擦クラッチが係合すると両駆動列の各軸がインターロックする可能性がある。　このとき、前記他方の入力軸に前記エンジンから伝達されるトルクが前記モータ・ジェネレータの起動によって発生する負荷トルクによって相殺されることにより、前記他方の入力軸に伝達されるトルクがなくなる。これにより、他方の駆動列の歯車変速機構にて切換えられた変速段の係合が容易に解除され、先に選択された変速段の係合が維持されて同変速段にての走行が可能になる。
発明の最良な実施形態
　以下に、図１～図４を参照して本発明によるハイブリッド動力装置の第１実施形態の説明をする。この第１実施形態においては、本発明によるハイブリッド動力装置が図１に示す前進６段、後進１段の自動変速機ＴＭに適用されている。
　この自動変速機ＴＭはデュアルクラッチ式のもので、変速機ケースＨ内に互いに平行に回転自在に支持された第１入力軸１３ａと第２入力軸１３ｂが第１摩擦クラッチＣ１と第２摩擦クラッチＣ２を介してエンジン１０の出力軸１０aに接続されている。摩擦クラッチＣ１の入力部材は、エンジン１０の出力軸１０aと一体に回転する駆動ギヤ１１aに噛合された被駆動ギヤ１１ｂの支持軸１１ｄに結合されている。同様に、摩擦クラッチＣ２の入力部材は、エンジン１０の出力軸１０aと一体に回転する駆動ギヤ１１aに噛合された被駆動ギヤ１１ｃの支持軸１１eに結合されている。第１入力軸１３aと第２入力軸１３ｂにそれぞれ平行に配置した第１出力軸１４aと第２出力軸１４ｂは、第３出力軸１４ｃに設けた被駆動ギヤ１４ｆに噛合された駆動ギヤ１４ｄと１４ｅを介して同第３出力軸１４ｃに連結されている。第３出力軸１４ｃは、ドライブピニオン１６ａ、リングギヤ１６ｂ、デファレンシャルギヤ１７及びアクスルシャフト１８，１８を介して駆動車輪１９，１９に連結されている。
　デュアルクラッチ１２を構成する第１及び第２摩擦クラッチＣ１，Ｃ２は、正常な作動状態では、変速段の切換え途中は半クラッチとなって一方の伝達トルクと他方の伝達トルクが互いに逆向きに増減し、変速段の切換え完了後は何れか一方の摩擦クラッチが完全に係合されてその伝達トルクが所定の最大値となり、他方の摩擦クラッチが完全に解除されてその伝達トルクが０となるように、後述する制御装置２０により制御される。
　第１入力軸１３ａと第１出力軸１４ａの間には歯車切換機構Ｍを備えた第１歯車変速機構ＳＭ１が設けられ、第２入力軸１３ｂと第２出力軸１４ｂの間には歯車切換機構Ｍを備えた第２歯車変速機構ＳＭ２が設けられている。第１歯車変速機構ＳＭ１は、第１速段、第３速段及び第５速段（奇数段）の各変速ギヤ対Ｇ１，Ｇ３，Ｇ５並びに後進段の後進ギヤ列ＧＢを備えている。これらの変速ギヤ対Ｇ１，Ｇ３，Ｇ５及び後進ギヤ列ＧＢは、それぞれの各駆動ギヤが第１入力軸１３ａに固定され、各被駆動ギヤが第１出力軸１４ａに回転自在に支持されている。第１変速ギヤ対Ｇ１と第３変速ギヤ対Ｇ３の各被駆動ギヤの間にはそれぞれを選択的に第１出力軸１４ａに連結する第１切換クラッチＤ１が設けられ、第５変速ギヤ対Ｇ５と後進ギヤ列ＧＢの各被動ギヤの間にはそれぞれを選択的に第１出力軸１４ａに連結する第３切換クラッチＤ３が設けられている。後進ギヤ列ＧＢの駆動ギヤと被駆動ギヤの間にはアイドルギヤが介在されている。
　第２歯車切換機構ＳＭ２は、第２速段、第４速段及び第６速段（偶数段）の変速ギヤ対Ｇ２，Ｇ４，Ｇ６を備えている。これら変速ギヤ対Ｇ２，Ｇ４，Ｇ６は、それぞれの各駆動ギヤが第２入力軸１３ｂに固定され、各被駆動ギヤが第２出力軸１４ｂに回転自在に支持されている。第２変速ギヤ対Ｇ２と第４変速ギヤ対Ｇ４の各被駆動ギヤの間にはそれぞれを選択的に第２出力軸１４ｂに連結する第２切換クラッチＤ２が設けられ、第６変速ギヤ対Ｇ６の被駆動ギヤの一側にはそれを選択的に第２出力軸１４ｂに連結する第４切換クラッチＤ４が設けられている。
　各切換クラッチＤ１～Ｄ４は、周知のシンクロメッシュ機構よりなるもので、第１出力軸１４aと第２出力軸１４ｂにそれぞれ固定されたクラッチハブＬと、その外周にスプライン係合されたスリーブ（操作部材）Ｍを備えている。各スリーブＭは、シフトフォークＦ１～Ｆ４を介して、自動的にあるいは手動により軸線方向に往復動されて両側（または片側）の被駆動ギヤに固定された係合部材Ｎに係合することにより、各被駆動ギヤをクラッチハブＬに選択的に連結するものである。
　この第１実施形態におけるハイブリッド動力装置の作動を制御する制御装置２０には、エンジン１０の駆動力によって回転する被駆動ギヤ１１ｃの回転速度を検出するように配置した回転速度センサ２１と、第２摩擦クラッチＣ２を介して第２入力軸１３ｂに伝達されるトルクＴを検出するように配置したトルクセンサ２２が接続されている。この場合、回転速度センサ２１は、被駆動ギヤ１１ｃの各歯先が通過するのを検出する磁気センサであって、制御装置２０は被駆動ギヤ１１ｃの各１回転の間に回転速度センサ２１からその検出信号を多数回受け取り、各検出信号のタイミングに基づきエンジン１０の回転速度、その変動及び減速度Ｓを演算してそれらを検出する。なお、トルクセンサ２２は第２入力軸１３ｂの第２摩擦クラッチＣ２と第２歯車変速機構ＳＭ２の間に位置する部分に配置されている。第２摩擦クラッチＣ２と反対側に位置する第２入力軸１３ｂの一端にはモータ・ジェネレータ１５が連結されている。
　モータ・ジェネレータ１５は、エンジン１０に出力の余裕がない状態ではバッテリ（図示しない）から電力を供給されて電動機として作動し、エンジン１０と協働して駆動車輪１９，１９を駆動する。　また、このモータ・ジェネレータ１５は、駆動車輪１９，１９側からエンジン１０が駆動される状態、或いはエンジン１０の出力に余裕がある状態では、第２入力軸１３ｂにより駆動されて発電機として作動し、バッテリを充電するように機能する。なお、この実施形態においては、上記のモータ・ジェネレータ１５を第２入力軸１３ｂの一端に連結したが、これに代えて第１入力軸に連結してもよい。
　次に、上記ハイブリッド動力装置の作動を制御する制御装置２０の機能について説明する。いま、当該自動車が停止して不作動状態にあるとき、第１摩擦クラッチＣ１と第２摩擦クラッチＣ２は何れも解除されており、第１歯車変速機構ＳＭ１と第２歯車変速機構ＳＭ２の各切換クラッチＤ１～Ｄ４は図１に示す中立位置にある。駆動車輪１９，１９がエンジン１０により駆動されて走行する場合は、停車状態からエンジン１０を始動させて変速装置のシフトレバー（図示しない）を前進位置にすれば、制御装置２０は第１変速シフトフォークＦ１を介して第１切換クラッチＤ１のスリーブＭを右向きに移動させて第１歯車変速機構ＳＭ１の第１変速ギヤ対Ｇ１による第１速段を形成する。アクセル開度が増大してエンジン１０の回転速度が所定の低回転速度を越えると、制御装置２０はデュアルクラッチ１２の第１摩擦クラッチＣ１を徐々に係合させてその係合力を増加させる。これによりエンジン１０の駆動トルクが第１摩擦クラッチＣ１から第１入力軸１３ａ、第１変速ギヤ対Ｇ１、第１切換クラッチＤ１、第１出力軸１４ａ、ギヤ１４ｄ，１４ｆ、第３出力軸１４ｃ、ギヤ１６ａ，１６ｂ、デファレンシャルギヤ１７及びアクスルシャフト１８，１８を介して駆動車輪１９，１９に伝達されて、自動車は第１速で走行し始める。
　アクセル開度が増大して自動車の作動状態が第２速段での走行に適した状態となると、制御装置２０は、第２切換クラッチＤ２のスリーブＭを右向きに移動させて第２歯車変速機構ＳＭ２の第２変速ギヤ対Ｇ２による第２速段を形成してから、デュアルクラッチ１２の第１摩擦クラッチＣ１の係合を解除した後に第２摩擦クラッチＣ２を係合させて第２速走行に切り換え、次いで第１切換クラッチＤ１のスリーブＭを中立位置に戻す。以下同様にして、制御装置２０はそのときの自動車の作動状態に適した変速段を順次形成し、第１摩擦クラッチＣ１と第２摩擦クラッチＣ２の係合を交互に切り換えて、自動車の作動状態に応じた変速段で走行する。変速のシフトダウンは上述と逆の手順で行う。図２の実線の矢印は、自動車がエンジン１０の駆動力により第１歯車変速機構ＳＭ１の第３速段で（第３変速ギヤ対Ｇ３を使用して）走行している状態の動力伝達経路を示し、図２の破線の矢印は、エンジン１０の駆動力により第２歯車変速機構ＳＭ２の第４速段で（第４変速ギヤ対Ｇ４を使用して）走行している状態の動力伝達経路を示す。
　停車状態でシフトレバーを後進位置にすると、制御装置２０は第３切換クラッチＤ３のスリーブＭを左向きに移動させて後進ギヤ列ＧＢによる後進段を形成し、アクセル操作によりエンジン１０の回転速度が増大すれば、制御装置２０はデュアルクラッチ１２の第１摩擦クラッチＣ１を徐々に係合させてその係合力を増加させ、これによりエンジン１０の駆動トルクは後進ギヤ列ＧＢを介して第１出力軸１４ａに伝達され、第１速の場合と同様にして後進が開始される。
　また、モータ・ジェネレータ１５により走行する場合は、停車状態で変速装置のシフトレバーを前進位置にすると、制御装置２０は、前述したエンジン１０の駆動力による走行の場合と同様にして第１歯車変速機構ＳＭ１による第１速段を形成し、アクセル開度が増大すればモータ・ジェネレータ１５に給電して電動機として作動させると同時に第１摩擦クラッチC1と第２摩擦クラッチＣ２を徐々に係合させてその係合力を増加させる。　これにより、モータ・ジェネレータ１５の駆動トルクが第２入力軸１３ｂ、第１及び第２摩擦クラッチＣ１，Ｃ２、第１入力軸１３ａ、第１変速ギヤ対Ｇ１、第１切換クラッチＤ１、第１出力軸１４ａ、ギヤ１４ｄ，１４ｆ、第３出力軸１４ｃ、ギヤ１６ａ，１６ｂ、デファレンシャルギヤ１７及びアクスルシャフト１８，１８を介して駆動車輪１９，１９に伝達されて、自動車は第１速で走行し始める。アクセル開度の増大によって自動車の作動状態が第２速段での走行に適した状態となると、制御装置２０は、モータ・ジェネレータ１５への給電を一旦停止し、両摩擦クラッチＣ１，Ｃ２の係合を解除させた後に第１切換クラッチＤ１を中立位置に戻し、前述と同様にして第２歯車変速機構ＳＭ２による第２速段を形成してから、再び摩擦クラッチＣ１とＣ２を係合させた状態にてモータ・ジェネレータ１５に給電して電動機として作動させ自動車を第２速段で走行させる。
　以下同様にして制御装置２０は、自動車の走行状態に適した変速段を順次形成し、第１歯車変速機構ＳＭ１の各変速段を使用する場合は両摩擦クラッチＣ１，Ｃ２を係合させ、第２歯車変速機構ＳＭ２の各変速段を使用する場合は両摩擦クラッチＣ１，Ｃ２の係合を解除させて、走行状態に応じた変速段で自動車を走行させる。変速のシフトダウンは上述と逆の手順で行う。図３の実線の矢印は、自動車がモータ・ジェネレータ１５の駆動力により第１歯車変速機構ＳＭ１の第１速段で（第１変速ギヤ対Ｇ１を使用して）走行している状態の動力伝達経路を示し、図３の破線の矢印は、モータジェネレータ１５の駆動力により第２歯車変速機構ＳＭ２の第２速段で（第２変速ギヤ対Ｇ２を使用して）走行している状態の動力伝達経路を示す。
　なお、モータ・ジェネレータ１５がエンジン１０と協働して駆動車輪１９，１９を駆動する場合において、両摩擦クラッチＣ１，Ｃ２を係合させてモータ・ジェネレータ１５の駆動力を第１歯車変速機構ＳＭ１の変速段で伝達しているときは、次に述べる変速機ＴＭのインターロックを避けるために、エンジン１０の駆動力も第１歯車変速機構ＳＭ１と同じ変速段で伝達するようにする。モータ・ジェネレータ１５による後進は、エンジン１０による後進と同様、後進ギヤ列ＧＢによる後進段を形成し、第１速の場合と同様にして行う。
　次に、変速機ＴＭのインターロックの回避手段について説明する。図２の実線矢印は、前述のように第１入力軸１３ａと第１出力軸１４ａを第３変速ギヤ対Ｇ３により連結し、第１摩擦クラッチＣ１を係合して第３速段で走行している際の動力伝達経路を示している。この第３速段の状態から第４速段に切換えるには、制御装置２０により、第２摩擦クラッチＣ２の係合が解除されている状態で第２切換クラッチＤ２のスリーブＭを左向きに移動させて第２入力軸１３ｂと第２出力軸１４ｂを第４変速ギヤ対Ｇ４により連結し、次いで第１摩擦クラッチＣ１の係合を解除させた後に第２摩擦クラッチＣ２を係合させ、その後に第１切換クラッチＤ１のスリーブＭを右向きに移動させて第３変速ギヤ対Ｇ３による第１入力軸１３ａと第１出力軸１４ａの連結を解除する。これにより図２の実線矢印で示す第３速段の動力伝達経路は解消され、破線矢印で示す第４速段の動力伝達経路が形成される。
　このように変速段が第３変速段から第４変速段に切換えられるとき、制御系統の誤作動などにより第１摩擦クラッチＣ１の係合が解除されず、第１摩擦クラッチＣ1と第２摩擦クラッチＣ2が同時に係合されたままになると、エンジン１０と第３出力軸１４ｃは並列に配置された互いに変速比が異なる第３変速ギヤ対Ｇ３と第４変速ギヤ対Ｇ４を介して連結されるので変速機ＴＭの各軸１３ａ，１３ｂ，１４ａ，１４ｂはインターロックされて回転不能となる。このインターロックが生じるとエンジン１０は急停止され、第３速段で走行中であった自動車は急停止される。このように第１摩擦クラッチＣ１の係合が解除されずにインターロックが生じた場合でも、制御装置２０は第１切換クラッチＤ１のスリーブＭを右向きに移動させて第３変速ギヤ対Ｇ３による第１入力軸１３ａと第１出力軸１４ａの連結を解除しようとする。しかしインターロックが生じた状態では第１切換クラッチＤ１のスリーブＭと第３変速ギヤ対Ｇ３の被動ギヤの係合部材Ｎの間のスプライン係合部には大きい伝達トルクが生じており、第１切換クラッチＤ１のスリーブＭはこのスプライン係合部の摩擦抵抗のため移動できない。このため、第１入力軸１３ａと第１出力軸１４ａの連結は解除されず、インターロックも解除されない。このようなインターロックは、変速段の切換え時に限らず、制御系統の故障により生じることがある。
　上記のようなインターロックを防止するため、第１実施形態におけるハイブリッド動力装置の制御装置２０は、所定の短時間毎に図４の制御プログラムによる処理を繰り返し実行する。この処理において、制御装置２０は回転速度センサ２１の検出信号に基づきエンジン１０の回転速度を検出してその変動及び減速度Ｓを演算し、一方トルクセンサ２２の検出信号により第２摩擦クラッチＣ２を介して第２入力軸１３ｂに伝達されるトルクＴを検出し（ステップ１００）、この減速度Ｓを減速度上限値Ｓ0 と比較する（ステップ１０１）。減速度上限値Ｓ0 は、上述したようなインターロックが生じかけない限り、正常な作動状態では生じない程度の大きな値である。正常な作動状態ではＳ＞Ｓ0 ではないので、制御装置２０は、図４の制御プログラムによる制御動作をステップ１０１で終了する。
　インターロックが生じかければエンジン１０の回転速度は急激に低下し、回転速度の減速度Ｓは急激に増大してＳ＞Ｓ0 となるので、制御装置２０は制御動作をステップ１０１からステップ１０２に進めて、モータ・ジェネレータ１５を電動機として起動させて第２入力軸１３ｂにエンジン１０から伝達されるトルクを相殺する負荷トルクを発生させる。このとき発生する負荷トルクは、トルクセンサ２２により検出されたトルクＴと実質的に同じ大きさであることが望ましい。次いで制御装置２０は、第２歯車変速機構ＳＭ２の各変速段のうちそのとき形成されている変速段を解除させる向きに第２歯車変速機構ＳＭ２のスリーブＭに操作力を加えるように第２歯車変速機構ＳＭ２の作動を制御して（ステップ１０３）、制御プログラムをステップ１００に戻す。
　ステップ１０２においてモータ・ジェネレータ１５の起動により第２入力軸１３ｂに付与される負荷トルクは、第２摩擦クラッチＣ２を介して第２入力軸１３ｂに伝達されるトルクＴと逆向きで、その値はトルクＴと実質的に同じ大きさである。これにより第２歯車変速機構ＳＭ２を介して第２出力軸１４ｂに伝達されるトルクは実質的に０あるいはそれに近い値となって、第２歯車変速機構ＳＭ２の変速段は制御装置２０の制御下にてスリーブＭに加えられる操作力により容易に解除され、インターロックの発生が未然に回避される。このときステップ１００にて検出される減速度Ｓは減速度上限Ｓ0 以下となるので、図４の制御プログラムの処理はステップ１０１にて終了する。
　なお、第２入力軸１３ｂに伝達されるトルクＴの検出時点と負荷トルクの発生時点には多少の差があるので、第２歯車変速機構ＳＭ２を介して第２出力軸１４ｂに伝達されるトルクが大きくなって、ステップ１０３にて第２歯車変速機構ＳＭ２の変速段が解除されないこともある。その場合には、ステップ１００からステップ１０１～１０３にての処理を再度繰り返してインターロックは未然に解除され、図４のフローチャートによる制御プログラムは終了する。
　上述した第１実施形態においては、制御系統の誤作動によりインターロックが生じかけた場合に、インターロックの発生途中で第２歯車変速機構ＳＭ２の変速段が自動的に解除されてインターロックが未然に回避されるので、自動車の走行中にエンジン１０が急停止する事態はなくなる。なお、上述した変速段の切換え時には、切換え前の変速段（第３速段）にて自動車の走行は可能であるが、制御系統の故障が続く限り変速を行うことはできない。　以上は第１歯車変速機構ＳＭ１側から第２歯車変速機構ＳＭ２側に変速段が切換わる場合について説明したが、第２歯車変速機構ＳＭ２側から第１歯車変速機構ＳＭ１側に変速段が切換わる場合も同様である。
　図５は、本発明の第２の実施形態にて上記の制御装置２０により実行される制御プログラムのフローチャートであって、ステップ２００、２０１、２０２、及び２０３は図４の制御プログラムにおけるステップ１００、１０１，１０２及び１０３にそれぞれ対応している。しかして、図５の制御プログラムにおけるステップ２００にてはエンジン１０の回転速度の減速度Ｓのみを検出し、ステップ２０２にては変速段の切換え時にインターロックの発生を回避するためモータ・ジェネレータを起動して発生させる負荷トルクを所定の大きさに定めたことに特徴がある。この実施形態においては、変速段の切換え時に第２入力軸１３ｂに伝達されるトルクを相殺するための負荷トルクを所定の大きさに定めたことにより、図１に示した変速機ＴＭにおいて第２入力軸１３ｂに伝達されるトルクを検出するために設けたトルクセンサ２２が不要となる。
　図５に示した制御プログラムの処理において、制御装置２０はステップ２００にて回転速度センサ２１に検出信号に基づきエンジン１０の回転速度の減速度Ｓを検出し、この減速度Ｓをステップ２０１にて第１実施形態におけると同様に減速度の上限値Ｓ０と比較し、正常な作動状態であればＳ＞Ｓ０ではないのでこの制御プログラムの処理を終了する。
　先に述べたように、変速段の切換え時にインターロックが生じる可能性があるときには、減速度Ｓがその上限値Ｓ０より大きくなるので次のステップ２０２にてモータ・ジェネレータ１５を起動して第２入力軸１３ｂに伝達されるトルクを相殺する負荷トルクを発生させる。次いで、ステップ２０３にて第２入力軸１３ｂの歯車変速機構ＳＭ２にて切換えられた変速段の係合を解除させるように同変速段のスリーブＭ（操作部材）を作動させる。この処理によって、切換えられた変速段の係合が解除されないときには、ステップ２００、２０１、２０２及び２０３の処理を繰り返す。これにより、モータ・ジェネレータ１５の起動により第２入力軸１３ｂに付与される負荷トルクが次第に増大して、第２歯車変速機構ＳＭ２を介して第２出力軸１４ｂに伝達されるトルクが次第に減少する。しかして、上記の負荷トルクが所定の大きさになると、上記変速段のスリーブＭの作動により切換えられた変速段の係合が解除されることにより、インターロックの発生が未然に回避される。
　上述した第１実施形態及び第２実施形態においては、図１に示した変速機ＴＭに本発明のハイブリッド動力装置を適用した例について説明したが、本発明のハイブリッド動力装置は図６に示したデュアルクラッチ式の自動変速機に適用してもよい。この自動変速機においては、デュアルクラッチ１２を構成する第１及び第２摩擦クラッチＣ１，Ｃ２を介してエンジン１０により駆動される第１及び第２入力軸１３ａ，１３ｂが互いに同軸的に配置された二重軸であり、図１に示した自動変速機ＴＭにおける出力ギヤ１４ｄ，１４ｅ，１４ｆにより連結された３本の出力軸１４ａ，１４ｂ，１４ｃ及びギヤ１４ｄ～１４ｆが１本の出力軸１４にまとめられている。なお、第１及び第２入力軸１３ａ，１３ｂは、デュアルクラッチ１２のクラッチカバー１２ａをエンジン１０の出力軸１０ａに連結することによりエンジン１０により回転駆動され、回転速度センサ２１はこのクラッチカバー１２ａの回転速度を検出するようになっている。出力軸１４は最終減速ギヤ対１６ｃ．１６ｄ、デファレンシャルギヤ１７及びアクスルシャフト１８，１８を介して駆動車輪１９，１９に連結されている。第２入力軸１３ｂから突出する第１入力軸１３ａの後半部と出力軸１４の間には第１歯車変速機構ＳＭ１が設けられ、第２入力軸１３ｂと出力軸１４の間には第２歯車変速機構ＳＭ２が設けられている。これらの両歯車変速機構ＳＭ１，ＳＭ２は図１に示す歯車変速機構ＳＭ１，ＳＭ２と実質的に同一構造である。モータ・ジェネレータ１５は、その出入力軸１５ａに固定されたギヤ１５ｂを第６変速ギヤ対Ｇ６の駆動ギヤに噛合することにより、第２入力軸１３ｂに連結されている。
　この自動変速機の機能は、図１に示した自動変速機の機能と同じであり、上述した制御装置２０が図５に示した制御プログラムを実行することにより、
第１歯車変速機構ＳＭ１の変速段が第２歯車変速機構の変速段に切換えられるとき第１摩擦クラッチＣ１と第２摩擦クラッチＣ２が共に係合することに起因するインターロックを未然に回避することができる。
本発明によるハイブリッド動力装置の第１実施形態の全体構造を示すスケルトン図、 図１に示す第１実施形態のエンジンにより駆動される場合の作動状態を説明するスケルトン図、 図１に示す第１実施形態のモータ・ジェネレータにより駆動される場合の作動状態を説明するスケルトン図、 図１に示した第１実施形態における制御装置により実行される制御プログラムのフローチャート、 本発明によるハイブリッド動力装置の第２実施形態における制御装置により実行される制御プログラムのフローチャート、 図１に示したハイブリッド動力装置の変形例を示すスケルトン図である。
符号の説明
１０…エンジン、１２…デュアルクラッチ、１３ａ…第１入力軸、１３ｂ…第２入力軸、１４，１４ａ，１４ｂ…出力軸（第１出力軸、第２出力軸）、１５…モータ・ジェネレータ）、１９…駆動車輪、２０…制御装置、２１…回転速度センサ、２２…トルクセンサ、Ｃ１…第１摩擦クラッチ、Ｃ２…第２摩擦クラッチ、ＳＭ１…第１歯車変速機構、ＳＭ２…第２歯車変速機構）。

Claims (3)

  1. エンジンの駆動力を第１摩擦クラッチを介して伝達される第１入力軸と、該第１入力軸に組付けた一組の歯車変速機構とにより構成した第１駆動列と、前記エンジンの駆動力を第２摩擦クラッチを介して伝達される第２入力軸と、該第２入力軸に組付けた一組の歯車変速機構とにより構成した第２駆動列と、前記第１入力軸又は第２入力軸に接続したモ－タ・ジェネレータと、前記第１駆動列の歯車変速機構の出力軸又は前記第２駆動列の歯車変速機構の出力軸から伝達される駆動力により駆動される被駆動装置とを備えたハイブリッド動力装置において、
    　　　前記エンジンの回転速度を検出する回転速度センサと、
    　　　前記第１駆動列又は第２駆動列の歯車変速機構にて選択された変速
    段が他方の駆動列の歯車変速機構の変速段に切換えられるとき前記回転速度センサによって検出される前記エンジンの回転速度の減速度を予め設定した減速度の上限値と比較して同減速度の上限値を超えたとき前記モータ・ジェネレータを電動機として起動して前記他方の駆動列の入力軸に前記エンジンから入力されるトルクを相殺する負荷トルクを発生させてから同入力軸の歯車変速機構にて切換えられた変速段の係合を解除させるように同変速段の操作部材を作動させる制御手段とを設けたことを特徴とするハイブリッド動力装置。
  2. 前記他方の駆動列の入力軸に前記エンジンから入力されるトルクを検出するトルクセンサを設けて、前記他方の駆動列の入力軸に加える負荷トルクが前記トルクセンサにより検出されるトルクと実質的に同じになるように前記モータ・ジェネレータの作動を制御する手段を前記制御手段に備えることを特徴とする請求項１に記載のハイブリッド動力装置。
  3. 前記第１駆動列又は第２駆動列の歯車変速機構にて選択された変速段が他方の駆動列の歯車変速機構の変速段に切換えられるとき前記エンジンの減速度が前記上限値以下になるまで前記モータ・ジェネレータを電動機として繰り返し起動して前記負荷トルクを発生させるとともに前記変速段の係合を解除させるように同変速段の操作部材を繰り返し作動させることを特徴とする請求項２に記載のハイブリッド動力装置。
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