JP2001352604A - Parallel hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain hybridization of a vehicle with a manual transmission gear and highly efficient operation. SOLUTION: With a direct-coupled clutch 36 in a differential gear 3 serving as a torque combining mechanism disengaged, and with the input shafts of an engine 1, a motor/generator 2 and a manual transmission 4 are respectively isolated; and an operational condition of the motor/generator 2 and the engine 1 is controlled to meet manual transmission operation. In shifting out of the gear, a motor/generator torque TM/G is set to zero and the engine 1 is idling. In putting in gear, a motor/generator torque TM/G and an engine torque TE are controlled to synchronize the RPM of the transmission input shaft to the RPM, corresponding to the vehicle speed and the target transmission gear ratio. Switches are provided on a select lever and around it to detect intention of a speed change, jump-out-of-gear, a target gear and putting-in-gear.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parallel hybrid vehicle provided with an engine and an electric motor also serving as a generator, and is particularly suitable for a parallel hybrid vehicle in which a transmission is a manual transmission.

[0002]

2. Description of the Related Art A conventional parallel hybrid vehicle is disclosed, for example, in Japanese Patent Application Laid-Open No. 10-304513. In this conventional example, an output torque of an engine and an output torque of a motor generator are combined by a torque combining mechanism including a planetary gear mechanism, and the combined torque is transmitted to driving wheels via a transmission. In this parallel hybrid vehicle, for example, starting acceleration is performed using a motor generator having a low rotation speed and a large output torque as a motor,
Thereafter, as described above, the output torque of the motor generator and the output torque of the engine are combined and used, and when the speed is further increased, the motor generator is turned off and the vehicle runs only with the output torque of the engine. In such a parallel hybrid vehicle, when the number of revolutions of the motor generator reaches the number of revolutions of the engine, both, more specifically, each element of the planetary gear mechanism connected to both, are directly connected by a direct-connection clutch, and the output is The response of the torque control is improved. Further, when the vehicle is decelerated, the motor generator is rotated by the road surface reaction torque, and the motor generator is caused to function as a generator so that electric power is stored, that is, a so-called regenerative operation is performed. That is,
The purpose of the parallel hybrid vehicle is to achieve more efficient traveling, for example, high acceleration power and low fuel consumption, by controlling the operating state of the motor generator, that is, the rotation speed and the output torque.

[0003]

The transmission of the conventional parallel hybrid vehicle is basically an automatic transmission. However, depending on the type of vehicle, automation of the transmission is not so much required yet. In such a vehicle, a manual transmission is naturally used, so that it is difficult to make a parallel hybrid. That is, in the manual transmission, there are problems that the driver does not know when to perform the manual shift operation, and the driver does not know which shift speed to select (request) next. If it is not clear, at least the operating state of the motor generator, that is, the control of the number of revolutions and torque cannot be performed, and the purpose of parallel hybridization is lost.

The present invention has been developed to solve the above-mentioned problems. By controlling a motor generator provided in parallel with an engine, a vehicle equipped with a manual transmission is made into a parallel hybrid to achieve a high performance. It is an object of the present invention to provide a parallel hybrid vehicle capable of running efficiently.

[0005]

In order to achieve the above object, a parallel hybrid vehicle according to a first aspect of the present invention comprises an engine, a motor generator having both functions of a generator and a motor, and a manual generator. A transmission, a torque combining mechanism that combines and outputs the output of the engine and the output torque of the motor generator, and a control unit that controls at least an operation state of the motor generator; A gear mechanism, and a direct coupling clutch that directly couples the input shafts of the engine, the motor generator and the manual transmission by fastening at least two elements of the planetary gear mechanism,
The control means controls the operating state of the motor generator in a state where the direct coupling clutch is released and a component of the planetary gear mechanism is directly connected to the input shaft of the manual transmission during a manual shift operation. It is characterized by the following.

According to a second aspect of the present invention, there is provided a parallel hybrid vehicle according to the first aspect.
A shift operation intention detecting means for detecting a driver's intention of the manual shift operation, wherein the control means is configured to control the motor generator when the driver's manual shift operation intention is detected by the shift operation intention detecting means; And a motor generator torque control means for controlling the torque to zero or substantially zero.

According to a third aspect of the present invention, there is provided a parallel hybrid vehicle according to the second aspect.
The vehicle includes a current gear position detecting means for detecting a current gear position of the manual transmission, and a vehicle speed detecting means for detecting a vehicle speed. The control means detects a driver's intention to perform a manual shift operation with the shift operation intention detecting means. And engine torque control means for controlling the torque of the engine such that the rotation speed of the input shaft of the manual transmission becomes a rotation speed according to the current gear position and the vehicle speed It is characterized by the following.

According to a fourth aspect of the present invention, there is provided a parallel hybrid vehicle according to the third aspect.
The shift operation intention detecting means is constituted by a sensor or a switch for detecting an input to a shift lever. A parallel hybrid vehicle according to a fifth aspect of the present invention is the parallel hybrid vehicle according to the first to fourth aspects, wherein a gear disengagement detecting means for detecting that a gear is disengaged by the driver's manual shift operation; Requested gear position detecting means for detecting the next gear position requested by the driver by a shift operation; vehicle speed detecting means for detecting vehicle speed; engine speed detecting means for detecting the engine speed; A motor-generator rotation number detecting means for detecting the number of rotations of the motor, wherein the control means detects a required gear detected by the required gear position detecting means when the gear loss detecting means detects a gear loss. The target gear ratio according to the speed, the vehicle speed detected by the vehicle speed detecting means, the engine speed detected by the engine speed detecting means, and the vehicle speed detected by the motor generator speed detecting means. A motor generator that controls the torque of the motor generator such that the rotation speed of the input shaft of the manual transmission becomes a rotation speed corresponding to the required gear position and the vehicle speed based on the dynamic generator speed. And a torque control means.

According to a sixth aspect of the present invention, there is provided a parallel hybrid vehicle according to the fifth aspect.
The motor generator torque control means predicts a change in the number of revolutions of the engine after a predetermined time, and controls the torque of the motor generator. According to a seventh aspect of the present invention, in the parallel hybrid vehicle according to the fifth or sixth aspect of the invention, when the gear loss detecting means detects a gear loss, the control gear means sets the required gear position. The torque of the engine is controlled based on a target gear ratio corresponding to the required gear position detected by the detecting means, a vehicle speed detected by the vehicle speed detecting means, and an engine speed detected by the engine speed detecting means. An engine torque control means is provided.

[0010] In a parallel hybrid vehicle according to an eighth aspect of the present invention, in the above-mentioned fifth to seventh aspects, the gear disengagement detecting means comprises a sensor or a switch for detecting a position of a shift lever. It is characterized by the following. According to a ninth aspect of the present invention, in the parallel hybrid vehicle according to the fifth to eighth aspects, the required gear position detecting means includes a sensor or a switch for detecting a position of a shift lever; It is characterized by comprising a sensor or a switch for detecting an input.

According to a tenth aspect of the present invention, in the parallel hybrid vehicle according to the seventh aspect, the engine torque control means determines that a difference between the engine speed and the input shaft speed of the manual transmission is provided. It is characterized in that the engine torque is controlled to be small.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a parallel hybrid vehicle drive device according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing one embodiment of the present invention, and is an AC type motor composed of an engine 1, a three-phase induction motor / generator as an electric rotary drive source acting as a generator and a motor. / The output side of the generator (motor generator) 2 is connected to the input side of a differential device 3 which is a torque combining mechanism, and the output side of the differential device 3 does not have a starting device such as a torque converter. The input side of the manual transmission 4 is connected to the input side, and the output side of the manual transmission 4 is connected to the drive wheels 5 via a final reduction device (not shown) or the like. By the way, in the present embodiment, a clutch for disconnecting the output of the engine is not required as described later, so only the accelerator pedal and the brake pedal are arranged in the driver's seat, except when a dummy clutch pedal is provided. .

Here, the engine 1 is controlled by an engine controller EC, and the motor / generator 2 has a stator and a rotor, and is connected to a power storage device 6 composed of a rechargeable battery or a capacitor. Drive controlled by the generator drive circuit 7. The motor / generator drive circuit 7 includes a chopper 7a connected to the power storage device 6,
An inverter 7b having, for example, six thyristors and converting DC to three-phase AC is connected between the chopper 7a and the motor / generator 2; , A chopper signal having a duty ratio corresponding to the duty control signal DS is output to the inverter 7b. The inverter 7b generates a motor / motor based on a rotation position detection signal of a position sensor that detects the rotation position of the rotor of the motor / generator 2 (not shown).
For example, the gate control signal of each of the thyristors is set so that the generator 2 functions as a motor during normal rotation and functions as a generator during reverse rotation so as to form a three-phase alternating current driven at a frequency synchronized with the rotation. Form. Incidentally, since the motor / generator 2 is also used to drive the vehicle, similarly to the engine 1, the direction of rotation toward the side driving the vehicle is defined as forward rotation, and the direction of rotation in the opposite direction is defined as reverse rotation. .

Further, as shown in FIG.
The planetary gear mechanism 21 is provided as a torque combining mechanism. The planetary gear mechanism 21 serves as a torque combining mechanism while exhibiting a differential function between the engine 1 and the motor / generator 2. A sun gear S, a plurality of pinions P meshing at equal angular intervals on the outer peripheral side thereof, a pinion carrier C connecting the pinions P, and a pinion P
And a ring gear R that meshes with the outside of the engine 1 and the ring gear R of the planetary gear mechanism 21 is an engine 1 (ENG in the figure).
, The sun gear S of the planetary gear mechanism 21 is also connected to the rotor of the motor / generator 2, and the pinion carrier C of the planetary gear mechanism 21 is also connected to the input shaft 22 of the manual transmission 4 (T / M in the figure). Are linked.

Further, between the sun gear S of the planetary gear mechanism 21, ie, between the motor / generator 2 and the carrier C, ie, the manual transmission 3, the motor / generator 2 and the engine 1 are connected with each other. Is directly interposed. The release of the engagement of the direct coupling clutch 36 is controlled by a control signal to a solenoid 36a of a pressure control valve for controlling the working fluid pressure to the direct coupling clutch 36, and a direct coupling clutch control signal CS to the solenoid 36a is When it is at the high level, the direct clutch 36 is engaged, and when the direct clutch control signal CS is at the low level, the direct clutch 36 is released. Further, the direct-coupled clutch control signal CS can be continuously adjusted (substantially digitized) between the low level and the high level, and the engaged state of the direct-coupled clutch 36 is a half-engaged state. Thus, various fastening forces can be developed. Further, between the pinion carrier C of the planetary gear mechanism 21, that is, between the input side of the transmission 4 and the case 14, the rotation direction of the pinion carrier C and the transmission 4 is restricted to only forward rotation, and reverse rotation is performed. In this example, a one-way clutch OWC that is fastened and does not allow the reverse rotation is interposed.

In this embodiment, a damper 17 is provided on the output side of the engine 1 in order to suppress explosion vibration in the engine 1. Further, in this embodiment, the manual transmission 4 has five forward gears and one reverse gear. The manual transmission 4 is operated by manually operating a shift lever provided in the vicinity of the driver's seat, as will be described later, to engage a gear (select a gear) or to disengage a gear (select a gear). , Or do not select the gear position), and perform the manual shift operation.

The engine 1 and the motor / generator 2 are provided with an engine speed sensor 8 and a motor / generator speed sensor 9 for detecting the speed of the output shaft. And the rotational speed detection values _NE and NM _{/ G} of the motor / generator 2 and the direct coupling clutch 3
6 is supplied to a motor / generator controller 12 that controls the motor 6. A shift lever position detection switch 1 described later
0 detection signal and shift lever input direction detection switch 1
5 is also detected by the motor / generator controller 1.
2 is supplied.

The motor / generator controller 12 also communicates with the engine controller EC. For example, the operating state of the engine 1, that is, the throttle opening TVO, the amount of intake air, the air-fuel ratio, the ignition timing, the cooling timing, etc. Information such as water temperature is input as an engine signal ES. Also, this engine controller E
C is configured to control the engine torque according to the request when the motor / generator controller 12 requests the engine torque. In the motor / generator rotation speed sensor 9,
Forward rotation and reverse rotation of the generator 2 can also be detected.

The shift lever position detecting switch 10 is
For example, as shown in FIG. 3, as the selectable gears, the first gear is shown in the upper left, the second gear is shown in the lower left, and the third gear is shown in the upper middle.
1st, 3rd and 5th gear positions are connected by a rod when the 4th gear, 4th gear in the middle lower gear, 5th gear in the upper right gear, and reverse gear in the lower right gear. Then, the upper complete shift position shift lever position detection switch 10A attached to the rod is connected to the lower second shift position, the fourth shift position, and the reverse shift position with a rod, and the lower complete shift position attached to the rod is connected. A position shift lever position detection switch 10B and a left incomplete shift position shift lever position detection switch 10L provided at the left middle stage, that is, to the left of the neutral position.
A middle incomplete shift position shift lever position detection switch 10C provided at the center of the middle middle position, that is, the neutral position; and a right incomplete shift position shift provided at the right middle position, that is, to the right of the neutral position. It is composed of a lever position detection switch 10R.

That is, for example, when a manual upshift operation is performed from the first gear to the second gear, first, the upper complete gearshift position shift lever position detection switch 10A in the ON state is turned off.
F, then the left incomplete shift position shift lever position detection switch 10L is temporarily turned on from OFF and further turned off, and then the lower complete shift position shift lever position detection switch 10B is turned on. For example, when a manual upshift operation is performed from the fourth gear to the fifth gear, the lower complete shift position shift lever position detection switch 10B in the ON state is turned off, and then the middle incomplete shift position shift lever position detection is performed. The switch 10C is temporarily turned on from OFF and further turned off, and then the right incomplete shift position shift lever position detection switch 10R is temporarily turned on from OFF and further turned off, and then the upper complete shift position shift lever The position detection switch 10A turns ON. For example, when a manual downshift operation is performed from the fourth gear to the third gear, first, the lower complete shift position shift lever position detection switch 10B in the ON state is turned off, and then the middle incomplete shift position shift lever position detection is performed. The switch 10C is temporarily turned on from OFF, and
FF, and then the upper complete shift position shift lever position detection switch 10A is turned ON.

On the other hand, as shown in FIG. 4, the shift lever input direction detection switch 15 is provided inside the handle portion 30 of the shift lever so that the driver can grip the handle portion 30 and move the shift lever to the position shown in FIG. When the switch is operated toward the third gear, four switches 15 arranged in the same direction in the vertical and horizontal directions are provided.
A, 15B, 15L and 15R. Among them, the upper shift lever input direction detection switch 15A is turned ON when the shift lever is to be operated upward in the figure (similarly corresponding to FIG. 3), and similarly, the lower shift lever input direction detection switch 15B is set to the shift lever. Is turned on when the gearshift is to be operated downward, the left shift lever input direction detection switch 15L is turned on when the gearshift is to be operated leftward in the figure, and the right gearshift input direction detection switch 15R is shifted. Turns ON when the lever is to be operated rightward in the figure.

Therefore, for example, when a manual upshift operation is performed from the first gear to the second gear, first, the upper complete shift position shift lever position detection switch 10A is turned on.
The lower shift lever input direction detection switch 15B is ON.
, It can be determined that the driver is about to shift out of the first gear, that is, the gear is about to be shifted, and the left incomplete shift position shift lever position detection switch 10L is temporarily turned on from OFF. Thereafter, if the lower shift lever input direction detection switch 15B is ON, it can be determined that the driver is about to select (request) the second gear. Further, for example, when performing a manual upshift operation from the fourth gear to the fifth gear, first, when the lower complete shift position shift lever position detecting switch 10B is ON, the upper shift lever input direction detecting switch 15B is turned on.
Is ON, the driver can determine that the gear is about to be shifted to the fourth gear, that is, the gear is to be shifted, and the right incomplete shift position shift lever position detection switch 10R is temporarily turned ON from OFF. After that, if the upper shift lever input direction detection switch 15A is ON, it can be determined that the driver is about to select (request) the fifth speed. Further, for example, when a manual downshift operation is performed from the fourth gear to the third gear, first, the lower complete shift position shift lever position detection switch 10B is turned on.
In the state of the above, the upper shift lever input direction detection switch 1
When 5B is turned on, the driver can determine that the gear is about to be shifted from the fourth gear, that is, that the gear is about to be shifted, and that the middle incomplete shift position shift lever position detection switch 10C is temporarily turned off from OFF. If the upper shift lever input direction detection switch 15A is ON after the driver is turned ON, the driver selects (requests) the third gear from now on.
You can determine that you are trying. The method of determining (detecting) the gear position selected (requested) by the driver is as follows.
It is not necessarily limited to this. For example, when performing a manual upshift operation from the fourth gear to the fifth gear, the middle incomplete shift position shift lever position detection switch 10
If the left shift lever input direction detection switch 15R is ON after C is temporarily turned ON from OFF, it can be determined that the driver is about to select (request) the fifth gear.

The motor / generator controller 12
Is composed of a microcomputer 12e having at least an input interface circuit 12a, an arithmetic processing unit 12b, a storage device 12c, and an output interface circuit 12d. The input side interface circuit 12a includes an engine speed detection value N of the engine speed sensor 8
_E , motor / generator rotation speed detection value N _{M / G} of motor / generator rotation speed sensor 9, shift lever position detection signal RS of shift lever position detection switch 10, shift lever input direction of shift lever input direction detection switch 15 The detection signal DS and the engine signal ES of the engine controller EC are input.

The arithmetic processing unit 12b is activated when, for example, a key switch (not shown) is turned on and a predetermined power is turned on.
While turning off the drive duty control signal MS and the power generation duty control signal GS to the motor / generator 2,
The clutch control signal CS to the direct coupling clutch 36 is also turned off, and thereafter, at the time of starting acceleration or deceleration, the engine speed detection value N _E , the motor / generator rotation speed detection value N _{M / G} , the shift lever position detection signal RS, and The motor / generator 2 and the direct coupling clutch 3 based on the shift lever input direction detection signal DS and the like
6 is controlled.

The storage device 12c stores in advance a processing program necessary for the arithmetic processing of the arithmetic processing device 12b, and also stores various data necessary for the arithmetic process of the arithmetic processing device 12b. The output side interface circuit 12d supplies the drive duty control signal MS, the power generation duty control signal GS, and the direct coupling clutch control signal CS, which are the calculation results of the processing unit 12b, to the motor / generator drive circuit 7 and the solenoid 36a. Incidentally, in the motor / generator 2, it is also possible to apply a braking force to the vehicle by utilizing the back electromotive force. This motor / generator 2
Is controlled by increasing the duty ratio of the duty control signal DS supplied to the chopper 7a of the motor / generator drive circuit 7 when the motor / generator 2 is acting as a generator. To increase the braking torque. When the motor / generator 2 is operating as an electric motor, the braking torque is increased by reducing the duty ratio of the duty control signal DS to reduce the driving torque. Also,
In the braking torque reduction control of the motor / generator 2, conversely, when the motor / generator 2 is acting as a generator, the back electromotive force generated by reducing the duty ratio of the duty control signal DS is used. When the motor / generator 2 is acting as an electric motor, the braking torque is reduced by increasing the duty ratio of the duty control signal DS to increase the driving torque.

Next, among the various arithmetic processes performed in the motor / generator controller 12, the arithmetic process performed at the time of the manual shift operation of the manual transmission 4 will be described with reference to the flowchart of FIG. I do. This arithmetic processing is performed by an arithmetic processing unit 12b in the motor / generator controller 12 by a timer interrupt every predetermined control time ΔT. Although no communication step is particularly provided in this flowchart, necessary information and programs are read from the outside or the storage device 12c via the input interface 12a as needed, and information during arithmetic processing is stored in the storage device 12c as needed. You.

In this calculation processing, first, in step S1,
Determining whether the gear disengagement completion flag F ₂ is reset state of "0", the process proceeds to step S2 when completion flag F ₂ missing the gear is in the reset state, otherwise step S3 Move to Step S2
Now, it is determined whether the reset state of the speed change operation intention flag F ₁ is "0", when the shift operation decision flag F ₁ is reset, the routine proceeds to step S4, otherwise Move to step S5.

In step S4, the driver determines, for example, whether or not the shift lever input direction detection switch 15 in any one of the directions is in the ON state, according to the individual arithmetic processing performed in step S4. It is determined whether or not a gear shift operation is to be performed, and if the driver is performing a gear shift operation, the process proceeds to step S6; otherwise, the process proceeds to step S7. As described above, this shift operation intention is detected when the shift lever input direction detection switch 15 in any direction is ON while the shift lever position detection switch 10 in any one of the complete shift positions is ON. It is detected that the driver is putting his / her hand on the grip portion of the shift lever in a state where the gear is selected. Note that, as described below, the present embodiment does not require a clutch for interrupting the output of the engine as a means for detecting a shift operation intention. When the clutch pedal is depressed, it may be determined that there is an intention to perform a shift operation.

In step S6, the direct coupling clutch 36 is released, for example, by supplying the direct low level direct coupling clutch control signal CS to the solenoid 36a in accordance with the individual arithmetic processing performed in step S6. Move to In the step S8, the step S from the set to "1" to the shift operation intention flag F ₁
Move to 9.

On the other hand, in the step S7, the engine torque T _E and the motor / generator torque T _{M / G} are normally controlled in accordance with the individual arithmetic processing performed in the step, and then the process returns to the main program. This normal torque control means, for example, as described above, determining the required driving torque from the accelerator opening by the driver, and how to distribute the driving torque to the engine and the motor / generator according to the vehicle speed. The torque is obtained and controlled so that the respective torques are obtained, and the ratio of the combination of the output torques is controlled by the engagement force of the direct coupling clutch 36 of the differential device 3,
A desired driving torque is obtained.

In step S5, the direct-coupled clutch 36 is maintained in a released state (hold), that is, the direct-coupled clutch control signal CS is maintained at a low level in accordance with the individual arithmetic processing performed in step S5. Then, control goes to the step S9. In step S9, the motor / generator torque T _{M / G is set} to “0” by, for example, setting the duty control signal DS to “0” in accordance with the individual arithmetic processing performed in step S9, and then to step S10. Transition.

In the step S10, the engine speed N _E is calculated according to the calculation process of FIG. 6 performed in the step S10.
Is synchronized with the speed of the transmission input shaft corresponding to the current gear position and the vehicle speed, that is, after synchronizing or substantially synchronizing, the process proceeds to step S11. At the step S11, the gear disengagement completion flag F ₂ is equal to or in the reset state of "0", when the completion flag F ₂ missing the gear is in the reset state, the process proceeds to step S12, so If not, the process proceeds to step S13.

In step S12, for example, all the shift lever position detecting switches 10 in the full shift position are turned off in accordance with the individual calculation processing performed in the step.
It is determined whether or not gear loss has been completed by using the state or the like. If gear loss has been completed, the process proceeds to step S14; otherwise, the process returns to the main program. Specifically, the fact that the shift lever position detection switches 10 of the two complete shift positions are both in the OFF state is nothing other than that the driver has operated the shift lever and disengaged the gear. It may be used to determine the completion of gear disengagement.

[0034] Step S from the set in the step S14, the gear disengagement completion flag F ₂ "1"
Go to step 13. In step S3, the direct-coupled clutch 36 is maintained in a released state (hold), that is, the direct-coupled clutch control signal CS is set to a low level in a manner similar to step S5 in accordance with the individual arithmetic processing performed in step S5. Then, the process proceeds to step S13.

In step S13, the driver uses, for example, the detection signals of the shift lever position detection switch 10 and the shift lever input direction detection switch 15 for the incomplete shift position in accordance with the individual arithmetic processing performed in the same step. After detecting the next required gear, the process proceeds to step S15. The method of detecting the required gear is as described above. In step S15, the estimated engine torque _TE is calculated according to the individual calculation process performed in step S15, and then the process proceeds to step S16. Specifically, for example, a known engine speed N _E as a variable, throttle opening T
Approximate engine torque is estimated by a two-dimensional map using VO as a parameter.
Air-fuel ratio, ignition timing, or by using a cooling water temperature, by correcting it, it is possible to estimate the engine torque T _E of the time.

In step S16, the manual transmission 4 is operated in accordance with the arithmetic processing shown in FIG.
The input shaft speed is synchronized (synchronized) with the speed corresponding to the required gear position and vehicle speed, and then the process proceeds to step S17. The details of this process will be described later. Although it is necessary to synchronize the rotation speed, it is important that the motor / generator 2 be used.
And control of the output torque of the engine 1. In other words, in order to engage a so-called gear, it is necessary to synchronize or substantially synchronize the rotation speed of the input shaft of the manual transmission 4 with the rotation speed according to the vehicle speed and the next required gear stage. This is achieved by controlling the torque and especially the output torque of the motor / generator 2.

In step S17, it is determined whether or not gear shifting is completed based on the detection signals of the shift lever position detection switch 10 for the complete shift position and the incomplete shift position, for example, in accordance with the individual arithmetic processing performed in the step. Is determined, the process proceeds to step S18 if the gear engagement has been completed, and otherwise returns to the main program.

[0038] In the step S18, the speed-change operating intention flag F ₁ and gear disengagement completion flag F ₂ are both "0"
Then, the process proceeds to step S19. In step S19, the engagement control of the direct coupling clutch 36 is performed in accordance with the arithmetic processing of FIG. 8 performed in step S19, and the process proceeds to step S20. Step S20
Then, as in step 7, the engine torque T _E ,
After returning the motor / generator torque T _{M / G} to the normal control, the process returns to the main program.

Next, the individual arithmetic processing performed in step S10 will be described with reference to FIG. FIG.
This is a block of the contents of the arithmetic processing. In this arithmetic processing, the current gear ratio is obtained from the current gear position. Therefore, the current gear ratio is used, multiplied by the vehicle speed, and further multiplied by the secondary reduction ratio (final reduction ratio) to obtain the tire rolling. The transmission input shaft speed is obtained by dividing by the radius. In the present embodiment, the direct connection clutch 36 is always released during the manual gear shifting operation, and the engine 1 and the motor / generator 2 are connected to each other.
Since a manual transmission 4 of the input shaft is kept not directly connected, the engine torque T _E is primarily rotate the rotor of the motor / generator 2, or Ya ring gear R in this embodiment and its planetary gear mechanism 21 The torque is consumed for rotating the sun gear S, and substantially no torque flows to the input shaft of the manual transmission 4.

However, for example, when the driver performs a manual shift operation while depressing the accelerator pedal,
If the rotation speed of the engine 1 increases with this, energy loss occurs. When the gear is subsequently shifted, the engine rotation speed _NE is controlled in accordance with the input shaft rotation speed of the manual transmission 4. since it is necessary to, for controlling the engine torque T _E as the engine rotational speed N _E is equal to input shaft rotational speed of the manual transmission 4 here. here,
The current engine speed is subtracted from the transmission input shaft speed to obtain a speed difference, and the transmission input shaft speed difference is multiplied by each gain of PID control, that is, proportional, integral and differential control, Obtain the target engine torque. In the present embodiment, as described above, the engine controller EC
The target engine torque is output as a command value because the engine torque can be controlled by mutual communication with the engine.

Next, the individual arithmetic processing performed in step S16 will be described with reference to FIG. FIG.
This is a block of the contents of the arithmetic processing. In this calculation processing, the next target gear ratio is obtained from the required gear position. Therefore, this target gear ratio is used, multiplied by the vehicle speed, and further multiplied by the secondary reduction ratio (final reduction ratio) to obtain the tire speed. The target speed of the transmission input shaft is obtained by dividing by the rolling radius. In the present embodiment, the direct coupling clutch 36 is always disengaged during the manual shift operation, and the engine 1 and the motor / generator 2 are maintained in a state where the input shaft of the manual transmission 4 is not directly coupled. The actual speed of the transmission input shaft is determined by the engine torque _TE and the motor / generator torque T _{M / G.} In other words, this previously, since the motor / generator torque T _{M / G} is "0", the engine torque T _E as described above to rotate the ring gear R of the motor / generator 2 and the planetary gear mechanism 21 Although consumed, the motor /
When the generator 2 generates torque, the pinion carrier C, which is the input shaft of the manual transmission 4, can be rotated at a certain rotational speed.

Here, in the present embodiment, the estimated engine torque _TE is calculated as described above. However, since the driver normally releases the accelerator pedal during a manual shift operation, during this calculation processing, The engine torque and the engine speed should also continue to decrease, and more precisely, the change in the engine speed until the control output appears, that is, the change in the engine speed for a predetermined time such as the control response time, It is desirable to incorporate this into the change in the speed of the transmission input shaft. Therefore, in the present embodiment, the estimated engine torque is divided by the engine inertia moment I to obtain an engine rotation angular acceleration, which is further multiplied by a predetermined time Δt to obtain an amount of change in the engine rotation speed. Then, an estimated engine speed is calculated. The rotation speed of the pinion carrier C is obtained by multiplying the rotation speed of the ring gear R by (1 / (1 + α)) (α: gear ratio = the number of sun gear teeth / the number of ring gear teeth) and the rotation speed of the sun gear S by (α / (1 + α). Since the pinion carrier C is connected to the transmission input shaft, the ring gear R is connected to the engine 1, and the sun gear S is connected to the motor / generator 2, the transmission input shaft rotation speed = (1 / (1+
The actual input shaft speed of the transmission is calculated as α)) × engine speed + (α / (1 + α)) × motor / generator speed.

The transmission input shaft actual rotation speed is subtracted from the transmission input shaft target rotation speed to obtain a transmission input shaft rotation speed difference.
The target motor / generator torque is obtained by multiplying each gain of the ID control, and the target motor / generator torque is output as a command value. On the other hand, as described above, during the manual shift operation, in order to keep the engine rotation speed close to the transmission input shaft target rotation speed, the rotation speed difference obtained by subtracting the engine rotation speed from the transmission input shaft target rotation speed is: The target engine torque is obtained by multiplying each gain of the individual PID control and output as a command value.

Next, step S1 of the calculation processing of FIG.
9 will be described with reference to FIG. FIG. 8A is a flowchart of the arithmetic processing when the engine torque can be controlled as described above. In this calculation process, first, in step 19
At 1, the transmission input shaft speed is regarded as the engine speed in accordance with the individual arithmetic processing performed in the same step,
A target transmission input shaft torque T ^* _Er is calculated from the throttle opening and the engine speed.

Then, the flow shifts to step S192, where the target motor / generator torque T ^* _{M / G} and the target engine torque T ^* _E are calculated according to the following equation using the gear ratio α and the inclination correction constant K. Calculate and output the command value. Note that the inclination correction constant K is smaller for the motor / generator rotation speed N _{M / G} than for the engine rotation speed N _E.
That is a correction torque for increased to equal to the engine speed N _E to direct the engine 1 and the motor / generator 2.

T ^* _{M / G} = (α / (1 + α)) · T ^* _Er + K T ^* _E = (1 / (1 + α)) · T ^* _Er −K (1) Next, in step S193 Shift to the engine speed N
It is determined whether or not the absolute value of the difference between _E and the motor / generator rotation speed N _{M / G} is equal to or less than a predetermined value ΔN for engaging the direct coupling clutch. If there is, the process proceeds to step S194; otherwise, the process proceeds to step S191.

In step S194, for example, the high-level direct-coupled clutch control signal CS is output in accordance with the individual arithmetic processing performed in step S194.
The process proceeds to Step S20 of the arithmetic processing of. The above is the direct coupling clutch re-engagement control in the case where the engine torque can be controlled. When the engine torque is not controlled, the calculation processing in FIG. 8B is used instead of FIG. 8A. In this calculation process, steps S191 and S192 are replaced with step S195.

[0048] In step S195, calculates a target motor / generator torque T ^* _{M / G} according to the following 2 equations from the estimated engine torque T _E, and outputs the command value. T ^* _{M / G} = α · T _E + K (2) According to the arithmetic processing of FIGS. 5 to 7, the direct-coupled clutch 36 is engaged, and the shift operation intention flag F _{1 is set.}
In a state where even the gear disengagement completion flag F ₂ is also reset, when the driver places a hand on the shift lever, step S1
From through step S2, step S4 proceeds to step S6, to release the direct-coupled clutch 36 here, then sets the shift operation intention flag F ₁ in step S8. Therefore, thereafter, the process proceeds from step S2 to step S5, and the direct connection clutch 36 is always maintained in the released state. The gear shift operation intention is quickly and accurately detected by the gear shift lever input direction detection switch 15 when the driver puts his hand on the gear shift lever and gives an input to the grip portion.

On the other hand, in step S9, by setting the motor / generator torque T _{M / G} to “0”, the engine torque _TE becomes the rotor of the motor / generator 2 and the ring gear R and sun gear of the planetary gear mechanism 21. Since the input shaft torque of the manual transmission 4 becomes "0" as a result of being consumed for rotating the gear S, for example, a gear spline and a sleeve spline for coupling the gears engaged in the manual transmission 4 are used. Is reduced and the sleeve becomes movable, so that the driver can pull out the gear. However, at this point, the motor / generator torque T
_{Since M / G} is not "0", that is, the transmission input shaft torque is not "0", the driver cannot disengage the gear and the gear disengagement completion flag F ₂
Is also reset, the program returns to the main program via steps S11 to S12. In this embodiment, as described above, in order to cope with the subsequent gear disengagement, in step S10, the engine speed is changed according to the current gear position and the vehicle speed in accordance with the arithmetic processing of FIG. The engine torque is controlled so as to synchronize with the shaft rotation speed.

As the above flow is repeated, the motor / generator torque T _{M / G} becomes “0” and the transmission input shaft torque becomes “0”, so that the driver can release the gear at that time. Becomes Actual gear disengagement can be quickly and accurately detected by the shift lever position detection switch 10 at the complete shift position. Once this way gear disengagement completion is detected, the process proceeds from step S12 to step S14, and sets the completion flag F ₂ where the gear disengagement. Therefore, the flow thereafter shifts to step S13 from step S1 through step S3, and the direct coupling clutch 36 is maintained in the released state thereafter.

In step S13, for example, as described above, the shift lever position detecting switch 10 at the incomplete shift position to be turned ON and the shift lever input direction detecting switch 15 at the ON state thereafter are quickly and accurately requested. Is detected. Next, in step S15, the estimated engine torque _TE is calculated, and in the following step S16, the motor / generator torque T _{M / G} and the engine torque _TE are controlled in accordance with the calculation processing of FIG. Performs synchronous control of the rotation speed. As described above, by synchronizing or substantially synchronizing the rotational speed according to the vehicle speed and the target gear ratio with the input shaft rotational speed of the manual transmission 4, for example, the gear and the sleeve at the gear required by the driver are the same or approximately the same. With the same rotation speed,
By allowing the sleeve spline to mesh with the gear spline, the driver can engage the gear.

In this embodiment, the direct coupling clutch 3
In a state where 6 is released, the engine rotational speed N _E and the motor / generator speed N _{M / G} is, considering how to influence the rotational speed of the pinion carrier is a transmission input shaft speed further anticipates the response time of the estimated engine torque, the engine speed N _E is estimated how varying the speed change input shaft actual rotation speed from the estimated engine speed after a predetermined time by the estimated engine torque Is calculated, an appropriate target motor / generator torque can be obtained, the transmission input shaft rotation speed can be made to quickly match the target value, and the gear shift timing can be advanced.
Moreover, since the object to be controlled is the motor / generator 2 having a large torque and a small inertia torque, the responsiveness of the transmission input shaft rotation speed feedback control can be improved, and the transmission input shaft rotation speed can be set to the target. The value can be made to match more quickly, and the timing of gear shifting can be advanced. However, at this point, the speed of the transmission input shaft is not synchronized or substantially synchronized with the speed corresponding to the required gear position and the vehicle speed, so that the driver cannot engage the gear and step S17. From the main program is repeated.

Also during this time, the engine speed is made to coincide with the target speed of the transmission input shaft corresponding to the required gear stage, in preparation for the re-engagement of the direct coupling clutch after the gear is engaged, by the arithmetic processing of FIG. Feedback control of engine torque. The feedback control of the engine torque also has the following effects. That is, at the time of the manual shift operation, for example, the driver may perform an accelerator operation suitable for the manual shift operation, that is, loosen the depression of the accelerator pedal or release the accelerator pedal,
For example, in a case where a manual shift operation is to be performed while the accelerator pedal is depressed, the rotation speed of the engine 1 increases. Therefore, in the arithmetic processing of FIG. The motor / generator torque becomes too large in the negative direction. If the motor / generator 2 has sufficient capacity, its large target motor /
It is possible to generate a generator torque, but such a motor / generator 2 is bulky and expensive.
In order to reduce the volume and cost of the motor / generator 2, it is necessary to control the engine torque.
In the present embodiment, the engine torque is controlled.

On the other hand, during the repetition of the above-mentioned flow, the speed of the transmission input shaft is synchronized or substantially synchronized with the speed corresponding to the required gear position and the vehicle speed. Alternatively, the engagement of the gear is quickly and accurately detected from the detection signal of the shift lever position detection switch 10 at the incomplete shift position. Then, in the calculation process of FIG. 5, the process proceeds from step S17 to step S18,
Shift operation intention flag F ₁ and gear disengagement completion flag F ₂
Together reset, then performs a direct coupling clutch engagement control in step S19, then the engine torque T _E at Step S20, the motor / generator torque T _{M / G} is returned to the normal control, the control during a series of manual shift operation Complete.

FIG. 9 is an alignment chart of the engine speed, the transmission input shaft speed, and the motor / generator speed from the start of the manual shift operation to the engagement of the gear during the manual upshift operation. For example, the start of the manual shift operation is indicated by a broken line, the disengagement of the gear is indicated by a solid line, the engagement of the gear is indicated by a two-dot chain line, and the state with a cross is indicated as the direct connection clutch engagement, and the state without it is released, and the accelerator pedal is released in accordance with the manual shift operation If so, the direct coupling clutch is released simultaneously with the start of the manual shift operation, the engine speed is controlled so as to match the input shaft speed of the transmission, and the motor / generator torque is set to “ Since it becomes 0 ", gear disengagement is completed immediately.

On the other hand, when the required gear position is detected, the transmission input shaft target rotational speed is determined from the vehicle speed at that time and the target gear ratio corresponding to the required gear position. However,
Since the accelerator pedal is released, the engine speed continues to decrease due to the back torque during this time. Therefore, the change of the engine speed is predicted by the calculation processing of FIG. 7 and the motor / generator torque is feedback-controlled based on the estimated engine speed, the transmission input shaft target speed, and the motor / generator speed. As a result, the speed of the input shaft speed of the transmission can be made to coincide with the target value earlier, and the timing for gear shifting can be advanced, and the transmission can be performed with high accuracy.

Next, step S1 of the calculation processing of FIG.
The operation of the arithmetic processing of FIG.
FIG. 10 is a nomographic chart of the engine speed, the transmission input shaft speed, and the motor / generator speed from the time the gear is engaged until the direct clutch is engaged, following FIG. In the figure, it is assumed that the solid line indicates that the gear is engaged, the two-dot chain line indicates that the direct coupling clutch is engaged, and that the state with the crosses indicates that the direct coupling clutch is engaged and the state where no direct clutch is engaged, as in FIG.

First, consider the case where the engine torque is not controlled by the calculation processing of FIG. 8B. The motor / generator torque is set by adding the engine torque to the gear ratio α of the planetary gear mechanism times the inclination correction constant. From the figure, in order to make the motor / generator rotation speed smaller than the engine rotation speed equal to or approximately equal to the engine rotation speed,
It can be seen that a torque for correcting the inclination in the alignment chart is required. This correction torque is set as the inclination correction constant.

At this time, the torque input to the transmission input shaft
Considering Luk, the engine torque T _EAnd motor / generator
Torque T_{M / G}Is input to the transmission input shaft
become. That is, the engine torque T_EOnly strange
Motor / power generation
Machine torque T_{M / G}Is also input to the transmission input shaft, resulting in
The transmission input shaft torque will be multiplied by (1 + α).
The driving force fluctuates.

When the rotational speed of the motor / generator becomes equal to or substantially equal to the rotational speed of the engine, the process shifts from step S193 to step S194 in the calculation processing of FIG. 8B, and the direct coupling clutch 36 is engaged. On the other hand, in the calculation process of FIG. 8A, first, in step S191, the transmission input shaft speed at that time is regarded as the engine speed, and the target transmission input shaft torque is determined based on the throttle opening and the engine speed. In the next step S192, the target motor / generator torque is calculated by adding the inclination correction constant to the target transmission device input shaft torque multiplied by the torque amplification factor (α / (1 + α)) times of the planetary gear mechanism. The target engine torque is a value obtained by subtracting the inclination correction constant from the torque amplification factor (1 / (1 + α)) times of the planetary gear mechanism. That is, since the sum of the target motor / generator torque and the target engine torque is the target transmission device input shaft torque, the driving force fluctuates even if the motor / generator torque T _{M / G} is input. Never.

As described above, in the present embodiment, the direct connection clutch 36 is released by controlling the operating state of the motor / generator 2, for example, the rotational speed and the torque, and the manual transmission 4 is controlled.
Can cope with a manual shift operation in a state in which the input shaft is directly connected only to the pinion carrier C of the planetary gear mechanism 21 that is a torque amplifying mechanism. Thus, highly efficient traveling can be achieved.

The input shaft of the engine 1, the motor / generator 2, and the manual transmission 4 is engaged by engaging the direct coupling clutch 36 in the differential device 3, which is a torque combining mechanism, that is, the direct coupling clutch for engaging the planetary gear mechanism. Can be directly connected, so that it is not necessary to interpose a clutch for starting the engine rotation on the input shaft of the manual transmission, thereby increasing the degree of freedom in layout. For example, FIG. 11 shows a schematic configuration of a parallel hybrid vehicle having no differential device as a torque combining mechanism. FIG. 11a shows a configuration without a clutch for disconnecting the output of the engine, and FIG. Is shown with a clutch for disconnecting.
This type of parallel hybrid vehicle starts the vehicle only with the output torque of the motor / generator in a state where the rotation of the engine is stopped as described above, and when the vehicle speed reaches a certain level, the rotational torque of the motor / generator is reduced. To start the rotation of the engine, and then control the vehicle to run using only the combined torque of the engine and the motor / generator or the output torque of the engine, thereby improving running efficiency, high acceleration power, and low fuel consumption. , And clean exhaust gas. Then, if the element coupling clutch of the planetary gear mechanism and the direct coupling clutch 36 of the present embodiment are not provided in the torque synthesizing mechanism, a clutch for connecting and disconnecting the input shaft of the manual transmission to and from the power source is absolutely necessary. Become. In this respect, in the present embodiment, the direct coupling clutch 36 in the differential gear 3 is substituted for the direct coupling clutch 36, so that it is not necessary to provide a clutch on the input shaft of the manual transmission 4.

Further, it is possible to cope with a manual shift operation while the direct coupling clutch 36 in the differential unit 3 which is a torque combining mechanism is released. That is, the input shaft of the manual shift unit 4, the engine 1, the motor / generator 2 and It is only necessary to control the operating state of the motor / generator 2 in a state where the motor / generator 2 is shut off.
It is easy to control both the rotation speed and the torque. For example, the rotation speed control and the torque control at the time of gear shifting are facilitated, so that the gear shifting timing can be advanced and the gear shifting can be performed accurately. Also,
By performing feedback control of the engine torque at the time of gearshifting, it is possible to prevent fluctuations in the driving force.

In the above description, the shift lever position detecting switch 10, the shift lever input direction detecting switch 15, and the step S4 of the arithmetic processing in FIG. 5 constitute the shift operation intention detecting means of the present invention. The switch 10 and step S12 of the calculation processing in FIG.
The shift lever input direction detection switch 15 and step S13 of the calculation processing in FIG. 5 constitute the required gear position detection means.

In each of the above embodiments, a case where a microcomputer is used as the controller has been described. However, various arithmetic circuits can be used instead.

[0066]

As described above, according to the parallel hybrid vehicle of the first aspect of the present invention, the direct coupling clutch is released, and one element of the planetary gear mechanism and the input shaft of the manual transmission are connected. In the directly connected state, for example, when removing the gear, the torque of the motor generator is set to zero, or when the gear is engaged, the input shaft rotation speed of the manual transmission,
For example, to set the number of revolutions according to the required gear,
By controlling the operating state of the motor generator, it is possible to cope with a manual shift operation, and a vehicle equipped with a manual shift device can be made a parallel hybrid to enable highly efficient traveling. In particular, when the direct coupling clutch in the torque synthesizing mechanism is released and the engine and the motor generator are separated, the operating state such as the rotation speed and torque of the motor generator having a large torque and a small inertia torque is controlled. Since it is easy to perform this operation, it is possible to sufficiently cope with a short manual shift operation.

According to the parallel hybrid vehicle of the present invention, when the driver's intention to perform a manual shift operation is detected, the direct coupling clutch of the torque synthesizing mechanism is released and the motor generator is released. The output torque of the engine is almost consumed by rotating the motor generator or a part of the planetary gear mechanism of the motor generator and the torque synthesizing mechanism. In time, the torque of the input shaft of the manual transmission becomes zero or substantially zero, and for example, the tooth surface pressure between the gear spline and the sleeve spline in the manual transmission can be reduced, and the sleeve can be made movable. Can easily pull out the gear.

According to the third aspect of the present invention, when the driver's intention to perform a manual shift operation is detected, the rotational speed of the input shaft of the manual transmission is changed to the current gear position. Since the torque of the engine is controlled so as to be a rotation speed corresponding to the vehicle speed and the vehicle speed, the torque of the input shaft of the manual transmission can be reduced to zero or substantially zero in a short time and accurately.

According to the fourth aspect of the present invention, since the shift operation intention is detected by the sensor or the switch for detecting the input to the shift lever, the shift operation intention is quickly and accurately determined. Can be detected. Further, according to the parallel hybrid vehicle according to claim 5 of the present invention, when a gear loss is detected, the manual transmission is controlled based on the target speed ratio, the vehicle speed, the engine speed, and the motor generator speed. Since the torque of the motor generator is controlled so that the rotation speed of the input shaft becomes the rotation speed according to the required gear position and the vehicle speed,
For example, the gear and the sleeve required by the driver are set to the same or substantially the same rotational speed, and the sleeve spline can be meshed with the gear spline so that the driver can engage the gear. In particular, since the engine and the motor generator are separated from each other, the torque is adjusted using the torque of the motor generator having a large torque and a small inertia torque, so that the control can be performed more quickly and accurately. It can be carried out.

According to the parallel hybrid vehicle according to the sixth aspect of the present invention, for example, a change in the number of revolutions of the engine after a predetermined time corresponding to the control response time is predicted, and the torque of the motor generator is controlled. With this configuration, it is possible to make the rotational speed of the input shaft of the manual transmission more consistent with the rotational speed according to the required gear position and the vehicle speed in anticipation of the engine rotational speed that changes when the accelerator pedal is released, for example. .

Further, according to the parallel hybrid vehicle of the present invention, when the gear loss is detected, the engine torque is controlled based on the target gear ratio, the vehicle speed and the engine speed. Therefore, for example, even if the driver does not perform an appropriate accelerator operation, an increase in the engine speed can be suppressed, and the energy consumed by the motor generator can be reduced when the speed is adjusted.

Further, according to the parallel hybrid vehicle of the present invention, since the gear loss is detected by the sensor or the switch for detecting the position of the shift lever, the loss of the gear can be detected quickly and accurately. Can be detected. Further, according to the parallel hybrid vehicle according to the ninth aspect of the present invention, the sensor or switch for detecting the position of the shift lever and the sensor or switch for detecting the input to the shift lever require the gear required by the driver. Since the configuration is such that the gear is detected, the required gear can be detected quickly and accurately.

According to the parallel hybrid vehicle of the present invention, the engine torque is controlled so that the difference between the engine speed and the input shaft speed of the manual transmission is reduced. For example, when the direct coupling clutch of the torque combining mechanism is engaged after the gear is engaged, the portion of the engine torque that must be consumed by the motor generator is reduced, so that the capacity of the motor generator can be reduced by that much, Size reduction and cost reduction can be further promoted.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing one embodiment of a parallel hybrid vehicle of the present invention.

FIG. 2 is a schematic diagram of the parallel hybrid vehicle of FIG.

FIG. 3 is a schematic configuration diagram of a shift lever position detection switch.

FIG. 4 is a schematic configuration diagram of a shift lever input direction detection switch.

FIG. 5 is a flowchart of a calculation process at the time of a manual shift operation performed in the controller of FIG. 1;

FIG. 6 is a block diagram of a minor program executed in the arithmetic processing of FIG. 5;

FIG. 7 is a block diagram of a minor program executed in the arithmetic processing of FIG. 5;

FIG. 8 is a flowchart of a minor program executed in the calculation processing of FIG. 5;

FIG. 9 is an alignment chart from the start of a manual shift operation to the start of gear shifting.

FIG. 10 is a nomographic chart from gear engagement to engagement of a direct clutch.

FIG. 11 is a schematic view of another parallel hybrid vehicle.

[Explanation of symbols]

 1 is an engine 2 is a motor / generator (motor generator) 3 is a differential device 4 is a transmission 5 is a drive wheel 6 is a power storage device 7 is a motor / generator drive circuit 8 is an engine speed sensor 9 is a motor / power generator The machine speed sensor 10 is a shift lever position detection switch 11 is a throttle opening sensor 12 is a motor / generator controller 15 is a shift lever input direction detection switch 17 is a damper 21 is a planetary gear mechanism 36 is a direct coupling clutch S is a sun gear P Pinion R is ring gear C is pinion carrier

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 41/00 301 B60K 41/00 301D 41/28 41/28 F02D 29/00 H F02D 29/00 29 / 02D 29/02 B60K 9/00 EF term (reference) 3D039 AA01 AA02 AA03 AB27 AC01 AC06 AC21 AC33 AD06 AD11 AD53 3D041 AA26 AA32 AA53 AB01 AC01 AC11 AC16 AC18 AD01 AD02 AD04 AD05 AD07 AD14 AD31 AE02 A03 AF04 BA03 BA15 BA19 CB08 DA01 DA05 DA06 DA09 DB11 EA02 EA03 EB01 EB03 EC02 EC03 FA04 FA08 FA10 FA12 FB01 FB02 5H115 PC06 PG04 PI13 PI16 PI24 PI29 PU09 PU22 PU23 PU25 PV09 PV25 QN03 QN22 QN23 QN24 RB21 SE03 TB03 TE03 TE06 TE08 TO02 TO04 TO30

Claims (10)

[Claims] An engine, a motor generator having both functions of a generator and a motor, a manual transmission, a torque combining mechanism for combining and outputting the output of the engine and the output torque of the motor generator, Control means for controlling at least an operation state of the motor generator, wherein the torque combining mechanism is configured to fasten the planetary gear mechanism and at least two elements of the planetary gear mechanism, so that the engine, the motor generator, A direct coupling clutch that directly couples the input shaft of the manual transmission, wherein the control means releases the direct coupling clutch during a manual shifting operation, and directly connects one element of the planetary gear mechanism to the input shaft of the manual transmission. And controlling the operating state of the motor generator in the disconnected state. And a shift operation intention detecting means for detecting a driver's intention of the manual shift operation, wherein the control means detects a driver's manual shift operation intention by the shift operation intention detecting means. 2. The parallel hybrid vehicle according to claim 1, further comprising: motor generator torque control means for controlling the torque of the motor generator to zero or substantially zero. 3. A manual transmission device comprising: a current gear position detecting means for detecting a current gear position; and a vehicle speed detecting means for detecting a vehicle speed. Engine torque control means for controlling the torque of the engine such that when the gearshift operation intention is detected, the rotational speed of the input shaft of the manual transmission becomes a rotational speed according to the current gear position and the vehicle speed. The parallel hybrid vehicle according to claim 2, comprising: 4. The parallel hybrid vehicle according to claim 3, wherein said shift operation intention detecting means comprises a sensor or a switch for detecting an input to a shift lever. 5. A gear disengagement detecting means for detecting that a gear has been disengaged by the manual shift operation of the driver, and a required gear position detection for detecting a gear next requested by the driver by the manual shift operation. Means, vehicle speed detecting means for detecting a vehicle speed, engine speed detecting means for detecting the engine speed, and motor generator speed detecting means for detecting the speed of the motor generator, the control means A target gear ratio corresponding to the required gear position detected by the required gear position detection means, a vehicle speed detected by the vehicle speed detection means, and the engine speed when the gear loss detection means detects the gear loss. The number of revolutions of the input shaft of the manual transmission is determined based on the number of engine revolutions detected by the number detector and the number of revolutions of the motor generator detected by the number of revolutions of the motor generator.
In order to achieve a rotation speed according to the required gear position and vehicle speed,
The parallel hybrid vehicle according to any one of claims 1 to 4, further comprising: a motor generator torque control unit configured to control a torque of the motor generator. 6. The parallel hybrid vehicle according to claim 5, wherein the motor generator torque control means predicts a change in the number of revolutions of the engine after a predetermined time and controls the torque of the motor generator. . 7. The control means includes: a target gear ratio corresponding to a required gear position detected by the required gear position detection means when the gear loss detection means detects a gear loss; 7. The parallel according to claim 5, further comprising an engine torque control unit that controls the torque of the engine based on the detected vehicle speed and the engine speed detected by the engine speed detection unit. Hybrid vehicle. 8. The parallel hybrid vehicle according to claim 5, wherein said gear missing detecting means comprises a sensor or a switch for detecting a position of a shift lever. 9. The required gear position detecting means includes a sensor or a switch for detecting a position of a shift lever and a sensor or a switch for detecting an input to the shift lever. 8. The parallel hybrid vehicle according to any one of 8. 10. The parallel hybrid according to claim 7, wherein the engine torque control means controls the engine torque such that a difference between the engine speed and the input shaft speed of the manual transmission is reduced. vehicle.