CN102648103A - 动力传递装置 - Google Patents

动力传递装置 Download PDF

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CN102648103A
CN102648103A CN2010800530120A CN201080053012A CN102648103A CN 102648103 A CN102648103 A CN 102648103A CN 2010800530120 A CN2010800530120 A CN 2010800530120A CN 201080053012 A CN201080053012 A CN 201080053012A CN 102648103 A CN102648103 A CN 102648103A
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gear
shaft
input shaft
transmission
gears
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荻野大藏
佐佐木环
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Aisin AI Co Ltd
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Aisin AI Co Ltd
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • Hybrid Electric Vehicles (AREA)
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  • Arrangement Of Transmissions (AREA)

Abstract

本发明的动力传递装置（11）的特征在于具有输入轴（2）、离合器（13）、输出轴（3）、变速机构（4）、旋转电机（14）、旋转电机轴（5）以及能够对从旋转电机（14）输出的扭矩进行增幅的减速机构（6），减速机构（6）具有：传动轴（61）；传动齿轮（62）；输入轴传动齿轮（63），其与跟输入轴（2）一体旋转的齿轮（21~25）中的一个常啮合且能够相对于传动轴（61）空转；输出轴传动齿轮（64），其与齿轮（26）常啮合且能够相对于传动轴（61）空转，齿轮（26）与跟输出轴（3）一体旋转的齿轮（36a）常啮合且能够相对于输入轴（2）空转；动力切换装置（65），其与传动轴（61）一体旋转，且能够切换为与输入轴传动齿轮（63）或者输出轴传动齿轮（64）中的一个能够一体旋转地卡合的状态以及不与任何卡合的状态。

Description

动力传递装置
技术领域
本发明涉及动力传递装置，尤其涉及具有FF（前置前驱）形式的车辆用所使用的动力传递装置。
背景技术
例如，专利文献1的动力传递装置构成为，以内燃机以及马达作为动力源，以成为与车辆的行驶速度对应的适当的扭矩的值的方式变换旋转动力而向车轮传递。
专利文献1:日本特开2002-114048号公报
然而，上述专利文献1中，在第三轴3a上设置马达3以及能够向输入轴11或者输出轴12传递马达的旋转动力的动力切换机构23，从而全长长。而且，虽然能够利用行星齿轮25来增大马达的扭矩，但由于轴径的影响，空转齿轮的小径化有极限，而难以得到大的减速比。另外，若使用行星齿轮则还会引起由部件件数增加引起的成本增加。
发明内容
本发明是鉴于上述课题而产生的，其应解决的课题在于提供能够抑制全长的延长，且能够得到需要的变速比的动力传递装置。
用于解决上述课题的发明的构成上的特征在于，动力传递装置具有：
输入轴，在该输入轴上配置有多个齿轮，所述齿轮配置为能够一体旋转或者空转；
离合器，其能够切换将来自内燃机的旋转动力传递至上述输入轴的连接状态以及不传递至上述输入轴的切断状态；
输出轴，在该输出轴上以能够空转或者一体旋转的方式配置有多个齿轮，所述多个齿轮与上述输入轴的上述多个齿轮常啮合；
变速机构，其具有多个变速档与变速档选择装置，所述多个变速档设置于上述输入轴以及上述输出轴之间，所述变速档选择装置对上述多个变速档中的一个变速档进行选择；以及
旋转电机，
该动力传递装置还具有：
旋转电机轴，所述旋转电机轴是所述旋转电机的旋转轴，其轴向与所述输入轴的轴向平行，且配置有能够一体旋转的旋转电机轴齿轮；
减速机构，其能够对从上述旋转电机输出的扭矩进行增幅，所述减速机构具有传动轴、传动齿轮、输入轴传动齿轮、输出轴传动齿轮、以及动力切换装置，其中，上述传动轴的轴向与上述输入轴的轴向平行；上述传动齿轮与上述传动轴一体旋转且与上述旋转电机轴齿轮常啮合；上述输入轴传动齿轮与相对于上述输入轴一体旋转的上述齿轮中的一个常啮合、且能够相对于上述传动轴空转；上述输出轴传动齿轮与能够相对于上述输入轴空转的上述齿轮中的一个常啮合且能够相对于上述传动轴空转，上述能够相对于上述输入轴空转的上述齿轮中的一个与相对于上述输出轴一体旋转的上述多个齿轮中的一个常啮合；上述动力切换装置与上述传动轴一体旋转，且能够切换为与上述输入轴传动齿轮或者上述输出轴传动齿轮中的一个以能够一体旋转的方式卡合的状态或者不与任何卡合的状态。
另外，用于解决上述课题的发明的构成上的特征在于，动力传递装置具有：
输入轴，在该输入轴上配置有多个齿轮，所述齿轮配置为能够一体旋转；
离合器，其能够切换将来自内燃机的旋转动力传递至上述输入轴的连接状态以及不传递至上述输入轴的切断状态；
输出轴，在该输出轴上以能够空转或者一体旋转的方式配置有多个齿轮，上述多个齿轮与上述输入轴的上述多个齿轮常啮合；
变速机构，其具有多个变速档与变速档选择装置，上述多个变速档设置于上述输入轴以及上述输出轴之间，上述变速档选择装置对上述多个变速档中的一个变速档进行选择；以及
旋转电机，
该动力传递装置还具有：
传动轴，其轴向与上述输入轴的轴向平行，配置有一个以上能够一体旋转的传动齿轮以及与相对于上述输出轴一体旋转的上述多个齿轮中的一个常啮合且能够空转的惰轮；
减速机构，其能够对从上述旋转电机输出的扭矩进行增幅，上述减速机构具有旋转电机轴、旋转电机轴齿轮、减速齿轮、输入轴传动齿轮、输出轴传动齿轮以及动力切换装置，其中，上述旋转电机轴是上述旋转电机的旋转轴、且轴向与上述输入轴的轴向平行；上述旋转电机轴齿轮与上述传动齿轮中的一个常啮合、且能够相对于上述旋转电机轴一体旋转；上述减速齿轮相对于上述旋转电机轴空转、且与相对于上述传动轴一体旋转的齿轮中的一个常啮合；上述输入轴传动齿轮与相对于上述输入轴一体旋转的上述齿轮中的一个常啮合、且能够相对于上述旋转电机轴以及上述减速齿轮空转；上述输出轴传动齿轮与上述惰轮常啮合、且能够相对于上述旋转电机轴以及上述减速齿轮空转；上述动力切换装置与上述减速齿轮一体旋转、且能够切换为与上述输入轴传动齿轮或者上述输出轴传动齿轮中的一个以能够一体旋转的方式卡合的状态以及不与任何卡合的状态。
技术方案1所涉及的发明中，能够将旋转电机的旋转动力切换为向输入轴与输出轴中的任一个传递。而且，通过将旋转电机配置于与输入轴以及输出轴不同的轴，另外配置一个传动轴来进行2档减速，能够对从旋转电机输出的扭矩进行增幅，并能够传递至输入轴或者输出轴。而且，由于不将旋转电机配置于输入轴以及输出轴上，而将其配置于与输入轴以及输出轴不同的轴，所以不仅能够确保变速比，并能够抑制全长延长。
技术方案2所涉及的发明中，能够将旋转电机的旋转动力切换为向输入轴与输出轴中的任一个传递。而且，对于本发明的动力传递装置而言，通过将旋转电机配置于与输入轴以及输出轴不同的轴，另外配置一个传动轴来进行3档减速，能够对从旋转电机输出的扭矩进行增幅，并能够传递至输入轴或者输出轴。而且，由于不将旋转电机配置于输入轴以及输出轴上，而将其配置于与输入轴以及输出轴不同的轴，所以不仅能够确保变速比，并能够抑制全长延长。
附图说明
图1是本实施方式1的动力传递装置11的结构图。
图2是本实施方式2的动力传递装置12的结构图。
附图标记的说明：
11、12…动力传递装置；13…离合器；14…马达（旋转电机）；2…输入轴；21~26…齿轮；3：输出轴；31~35、36a、36b…齿轮；30…输出齿轮；37~39…变速档选择装置；4…变速机构；5、81…旋转电机轴；51、82…旋转电机轴齿轮；6、8…减速机构；61…传动轴；62…传动齿轮；63、84…输入轴传动齿轮；64、85…输出轴传动齿轮；65、86…动力切换机构；7…传动轴；71、72…传动齿轮；73…惰轮；83…减速齿轮；91…齿轮。
具体实施方式
参照图1~图2，对本发明的代表性的实施方式进行说明。本实施方式所涉及的动力传递装置搭载于车辆。
（实施方式1）
如图1所示，本实施方式1的变速机11具有离合器13、输入轴2、输出轴3、变速机构4、马达（旋转电机）14、旋转电机轴5以及减速机构6。
输入轴2的一端与后述的离合器13结合，另一端以能够旋转的方式在动力传递装置11的壳体（图示省略）或固定于壳体的部件上枢设。在输入轴2上，配置有能够一体旋转的5个齿轮21~25和能够空转的齿轮26。
离合器13是切换将来自内燃机（图示省略）的旋转动力向输入轴2传递的连接状态与不向输入轴2传递的切断状态的装置，其位于内燃机与输入轴2之间。
输出轴3以轴向与输入轴2的轴向平行的方式配置，两端以能够旋转的方式在动力传递装置11的壳体或固定于壳体的部件上枢设，并配置有能够相对于输出轴3空转的5个齿轮31~35以及与输出轴3一体旋转的齿轮36a。齿轮31~35分别与输入轴2的5个齿轮21~25一对一地常啮合。齿轮36a与齿轮26常啮合。另外，在输出轴3上配置有与输出轴3一体旋转的3个变速档选择装置37~39。另外，配置有输出齿轮30，该输出齿轮30与输出轴3一体旋转，并与将旋转动力传递至车辆的车轮侧的差动机构（图示省略）的齿轮91常啮合。
变速机构4由以输入轴2为旋转轴的齿轮21~26、以输出轴3为旋转轴的齿轮31~35以及变速档选择装置37~39构成。第一变速档通过由齿轮21与齿轮31的组合产生的变速比来实现，第二变速档通过由齿轮22与齿轮32的组合产生的变速比来实现，第三变速档通过由齿轮23与齿轮33的组合产生的变速比来实现，第四变速档通过由齿轮24与齿轮34的组合产生的变速比来实现，第五变速档通过由齿轮25与齿轮35的组合产生的变速比来实现。在齿轮31与齿轮32之间变速档选择装置37以能够轴向移动的方式配置，并在齿轮33与齿轮34之间变速档选择装置38以能够轴向移动的方式配置，各变速档选择装置37具有能够与一个齿轮一体旋转地卡合的状态以及不与任何齿轮卡合的中立状态。而且，变速档选择装置39能够轴向移动，具有与齿轮35卡合的状态以及不与齿轮35卡合的中立状态。在本实施方式1的动力传递装置11中，在以从第一变速档至第五变速档中的任一个变速档的变速比来变换旋转动力的情况下，使变速档选择装置37~39沿轴向移动，而以能够一体旋转的方式与任一个变速档卡合。例如，在选择第一变速档的情况下，使变速档选择装置37向齿轮31侧移动，而使变速档选择装置37与齿轮31以能够一体旋转的方式卡合。其他的变速档选择装置38、39以不与任何变速档卡合的方式处于中立状态地待机。
马达14以后述的旋转电机轴5为旋转轴，并向旋转电机轴5输出旋转动力。
旋转电机轴5以轴向与输入轴2的轴向平行的方式配置，两端以能够旋转的方式在动力传递装置11的壳体或固定于壳体的部件上枢设，并利用从马达14输出的扭矩而旋转。而且，在旋转电机轴5上，配置有能够与旋转电机轴5一体旋转的旋转电机轴齿轮51。
减速机构6具有传动轴61、传动齿轮62、输入轴传动齿轮63、输出轴传动齿轮64以及动力切换装置65。传动轴61以轴向与输入轴2的轴向平行的方式配置，两端以能够旋转的方式在动力传递装置11的壳体或固定于壳体的部件上枢设。传动齿轮62与传动轴61一体旋转，并与旋转电机轴齿轮51常啮合。输入轴传动齿轮63是与跟输入轴2一体旋转的齿轮23常啮合、并能够相对于传动轴61空转的齿轮。输出轴传动齿轮64是与相对于输入轴2空转的齿轮26常啮合、并能够相对于传动轴62空转的齿轮。动力切换装置65能够与传动轴61一体旋转且能够沿传动轴61的轴向移动，是能够切换如下状态的装置：以能够一体旋转的方式与输入轴传动齿轮63卡合的输入轴输出状态；以能够一体旋转的方式与输出轴传动齿轮64卡合的输出轴输出状态；不与输入轴传动齿轮63以及输出轴传动齿轮64中的任一个卡合的切断状态。
接下来，对本实施方式1的动力传递装置11的动作进行说明。
对于动力传递装置11而言，在动力切换装置65为切断状态时，马达14的输出不传递至输入轴2也不传递至输出轴3，若离合器13为连接状态，则内燃机的旋转动力传递至输入轴2。通过使变速档选择装置37~39以能够一体旋转的方式与任一个所对应的变速档的齿轮（齿轮31~35中的任一个）卡合，来使以所希望的变速比变换的旋转动力从输出齿轮传递至差动机构的齿轮91。
在将马达14的旋转动力传递至输入轴2的情况下，使动力切换装置65为输入轴输出状态。从马达14输出的旋转动力传递至旋转电机轴5、旋转电机轴齿轮51、传动齿轮62、传动轴61。与传动轴61一体旋转的动力切换装置65由于处于输入轴输出状态，而与输入轴传动齿轮63卡合，旋转动力从输入轴传动齿轮63传递至输入轴2的齿轮23，输入轴2由于马达14的输出而旋转。此时，使离合器为切断状态，使变速档选择装置37~39与从第一变速档至第五变速档中的任一个变速档卡合，从而能够以所希望的变速比来变换旋转动力，并能够经由输出齿轮30向差动机构的齿轮91传递。使离合器13为连接状态，也能够辅助从内燃机输出的旋转动力。或者，使变速档选择装置37~39均为中立状态，使离合器13为连接状态，利用马达14也能够启动内燃机。
在马达14的旋转动力不通过变速机构4来变速地向输出轴3传递的情况下，使动力切换装置65为输出轴输出状态。此时，离合器13为切断状态。从马达14输出的旋转动力传递至旋转电机轴5、旋转电机轴齿轮51、传动齿轮62、传动轴61。由于与传动轴61一体旋转的动力切换装置65处于输出轴输出状态，并与输出轴传动齿轮64卡合，旋转动力从输出轴传动齿轮64向相对于输入轴2空转的齿轮26传递。齿轮26与跟输出轴3一体旋转的齿轮36a常啮合，因此旋转动力从齿轮26向齿轮36a传递，并经由输出齿轮30向差动机构的齿轮91传递。
根据本实施方式1的动力传递装置11，能够将马达14的旋转动力切换为向输入轴2和输出轴3中的某一个传递。而且，通过将马达14配置于与输入轴2以及输出轴3不同的旋转电机轴5，并且另外配置一个传动轴6来进行2档减速，能够对从马达14输出的扭矩进行增幅，并能够传递至输入轴2或者输出轴3。而且，由于不将马达14配置于输入轴2以及输出轴3上，而将其配置于与输入轴2以及输出轴3不同的轴，从而能够抑制全长延长。或者，与将马达14与输入轴2或者输出轴3同轴配置的装置相比，能够不减少变速档地（确保变速比）缩短全长。
（实施方式2）
如图2所示，本实施方式2的变速机12具有离合器13、输入轴2、输出轴3、变速机构4、马达（旋转电机）14、传动轴7以及减速机构8。
输入轴2的一端与后述的离合器13结合，另一端以能够旋转的方式在动力传递装置12的壳体（图示省略）或固定于壳体的部件上枢设。在输入轴2，配置有能够一体旋转的5个齿轮21~25。
离合器13是切换将来自内燃机（图示省略）的旋转动力传递至输入轴2的连接状态与不传递至输入轴2的切断状态的装置，其位于内燃机与输入轴2之间。
输出轴3以轴向与输入轴2的轴向平行的方式配置，两端以能够旋转的方式在动力传递装置12的壳体或固定于壳体的部件上枢设，并配置有能够相对于输出轴3空转的5个齿轮31~35、以及与输出轴3一体旋转的3个变速档选择装置37~39。齿轮31~35分别与输入轴2的5个齿轮21~25一对一地常啮合。变速档选择装置37~39能够轴向移动。另外，输出轴33配置有齿轮36b和输出齿轮30，该齿轮36b与后述的惰轮73常啮合并与输出轴3一体旋转，该输出齿轮30与输出轴3一体旋转并与将旋转动力传递至车辆的车轮侧的差动机构（图示省略）的齿轮91常啮合。
变速机构4由以输入轴2为旋转轴的齿轮21~26、以输出轴3为旋转轴的齿轮31~35以及变速档选择装置37~39构成。第一变速档通过由齿轮21与齿轮31的组合产生的变速比来实现，第二变速档通过由齿轮22与齿轮32的组合产生的变速比来实现，第三变速档通过由齿轮23与齿轮33的组合产生的变速比来实现，第四变速档通过由齿轮24与齿轮34的组合产生的变速比来实现，第五变速档通过由齿轮25与齿轮35的组合产生的变速比来实现。在齿轮31与齿轮32之间变速档选择装置37以能够轴向移动的方式配置，并在齿轮33与齿轮34之间变速档选择装置38以能够轴向移动的方式配置，各变速档选择装置37具有能够与一个齿轮一体旋转地卡合的状态以及不与任何齿轮卡合的中立状态。而且，变速档选择装置39能够轴向移动，具有与齿轮35卡合的状态、以及不与齿轮35卡合的中立状态。在本实施方式2的动力传递装置12中，在以从第一变速档至第五变速档中的任一个变速档的变速比来变换旋转动力的情况下，使变速档选择装置37~39沿轴向移动，并以能够一体旋转的方式与任一个变速档卡合。例如，在选择第五变速档的情况下，使变速档选择装置39向齿轮35侧移动，而使变速档选择装置39与齿轮35以能够一体旋转的方式卡合。其他的变速档选择装置37、38以不与任何变速档卡合的方式处于中立状态地待机。
马达14以后述的旋转电机轴81为旋转轴，并向旋转电机轴81输出旋转动力。
传动轴7以轴向与输入轴2的轴向平行的方式配置，两端以能够旋转的方式在动力传递装置12的壳体或固定于壳体的部件上枢设。在传动轴7，配置有与传动轴7一体旋转的两个传动齿轮71、72、以及能够相对于传动轴7空转的惰轮73。惰轮73与齿轮36b常啮合，齿轮36b与输出轴3一体旋转。
减速机构8具有旋转电机轴81、旋转电机轴齿轮82、减速齿轮83、输入轴传动齿轮84、输出轴传动齿轮85以及动力切换装置86。旋转电机轴81的轴向与输入轴2的轴向平行，两端以能够旋转的方式在动力传递装置12的壳体或固定于壳体的部件上枢设。旋转电机轴齿轮82与旋转电机轴81一体旋转，并与传动轴71的传动齿轮71常啮合。减速齿轮83相对于旋转电机轴81空转，并与传动轴7的传动齿轮72常啮合。输入轴传动齿轮84是与跟输入轴2一体旋转的齿轮25常啮合、且能够相对于传动轴7以及减速齿轮83空转的齿轮。输出轴传动齿轮85是与传动轴7的惰轮73常啮合、且能够相对于传动轴7以及减速齿轮83空转的齿轮。动力切换装置86能够与减速齿轮83一体旋转、且能够沿旋转电机轴81的轴向移动，是能够切换如下状态的装置：以能够一体旋转的方式与输入轴传动齿轮84卡合的输入轴输出状态；以能够一体旋转的方式与输出轴传动齿轮85卡合的输出轴输出状态；以及不与输入轴传动齿轮84以及输出轴传动齿轮85中的任一个卡合的切断状态。
接下来，对本实施方式2的动力传递装置12的动作进行说明。
对于动力传递装置12而言，在动力切换装置86为切断状态时，马达14的输出不传递至输入轴2也不传递至输出轴3，若离合器13为连接状态，则内燃机的旋转动力传递至输入轴2。通过使变速档选择装置37~39以能够一体旋转的方式与任一个所对应的变速档的齿轮（齿轮31~35中的任一个）卡合，来使以所希望的变速比变换的旋转动力从输出齿轮传递至差动机构的齿轮91。
在将马达14的旋转动力传递至输入轴2的情况下，使动力切换装置86为输入轴输出状态。从马达14输出的旋转动力传递至旋转电机轴81、旋转电机轴齿轮82、传动齿轮71、传动轴7、传动齿轮72。而且，旋转动力从传动齿轮72传递至减速齿轮83，与减速齿轮83一体旋转的动力切换装置86处于输入轴输出状态，而从输入轴传动齿轮84向齿轮25传递，从而输入轴2由于马达14的输出而旋转。此时，使离合器为切断状态，使变速档选择装置37~39与从第一变速档至第五变速档中的任一个变速档卡合，从而能够以所希望的变速比来变换旋转动力，并能够经由输出齿轮30向差动机构的齿轮91传递。使离合器13为连接状态，也能够辅助从内燃机输出的旋转动力。或者，使变速档选择装置37~39均为中立位置，使离合器13为连接状态，从而利用马达14也能够启动内燃机。
在马达14的旋转动力不通过变速机构4来变速地向输出轴3传递的情况下，使动力切换装置86为输出轴输出状态。此时，离合器13为切断状态。从马达14输出的旋转动力传递至旋转电机轴81、旋转电机轴齿轮82、传动齿轮71、传动轴7、传动齿轮72。而且，旋转动力从传动齿轮72向减速齿轮83传递，由于与减速齿轮83一体旋转的动力切换装置86处于输出轴输出状态，而从输出轴传动齿轮85向惰轮73传递。由于惰轮73与跟输出轴3一体旋转的齿轮36b常啮合，所以旋转动力向输出轴3传递，并经由输出齿轮30向差动机构的齿轮91传递。
根据本实施方式2的动力切换装置12，能够将马达14的旋转动力切换为向输入轴2与输出轴3中的某一个传递。而且，通过将马达14配置于作为与输入轴2以及输出轴3不同的轴的旋转电机轴81，并且另外配置一个传动轴7来进行3档减速，能够对从马达14输出的扭矩进行增幅，并能够传递至输入轴2或者输出轴3。而且，由于不将马达14配置于输入轴2以及输出轴3上，而将其配置于与输入轴2以及输出轴3不同的轴，从而能够抑制全长的延长。或者，与将马达14与输入轴2或者输出轴3同轴配置的装置相比，能够不减少变速档地（确保变速比）缩短全长。
以上，对本发明的优选的实施方式进行了说明，但本发明不限定于上述实施方式。例如，用于将从马达14输出的旋转动力传递至输入轴2的齿轮（实施方式1中为齿轮23，实施方式2中为齿轮25）能够为与输入轴2一体旋转的其他齿轮。即，能够根据输入轴2的各齿轮的配置、减速机构6、8的构成要素的配置等进行变更。

Claims (2)

1.一种动力传递装置，具有：
输入轴，在该输入轴上配置有多个齿轮，所述齿轮配置为能够一体旋转或者空转；
离合器，其能够切换将来自内燃机的旋转动力传递至所述输入轴的连接状态以及不传递至所述输入轴的切断状态；
输出轴，在该输出轴上以能够空转或者一体旋转的方式配置有多个齿轮，所述多个齿轮与所述输入轴的所述多个齿轮常啮合；
变速机构，其具有多个变速档与变速档选择装置，所述多个变速档设置于所述输入轴以及所述输出轴之间，所述变速档选择装置对所述多个变速档中的一个变速档进行选择；以及
旋转电机，
该动力传递装置的特征在于，
还具有：
旋转电机轴，所述旋转电机轴是所述旋转电机的旋转轴，其轴向与所述输入轴的轴向平行，且配置有能够一体旋转的旋转电机轴齿轮；
减速机构，其能够对从旋转电机输出的扭矩进行增幅，所述减速机构具有传动轴、传动齿轮、输入轴传动齿轮、输出轴传动齿轮以及动力切换装置，其中，所述传动轴的轴向与所述输入轴的轴向平行；所述传动齿轮与所述传动轴一体旋转且与所述旋转电机轴齿轮常啮合；所述输入轴传动齿轮与相对于所述输入轴一体旋转的所述齿轮中的一个常啮合、且能够相对于所述传动轴空转；所述输出轴传动齿轮与能够相对于所述输入轴空转的所述齿轮中的一个常啮合且能够相对于所述传动轴空转，所述能够相对于所述输入轴空转的所述齿轮中的一个与相对于所述输出轴一体旋转的所述多个齿轮中的一个常啮合；所述动力切换装置与所述传动轴一体旋转，且能够切换为与所述输入轴传动齿轮或者所述输出轴传动齿轮中的一个以能够一体旋转的方式卡合的状态或者不与任何卡合的状态。
2.一种动力传递装置，具有：
输入轴，在该输入轴上配置有多个齿轮，所述齿轮配置为能够一体旋转；
离合器，其能够切换将来自内燃机的旋转动力传递至所述输入轴的连接状态以及不传递至所述输入轴的切断状态；
输出轴，在该输出轴上以能够空转或者一体旋转的方式配置有多个齿轮，所述多个齿轮与所述输入轴的所述多个齿轮常啮合；
变速机构，其具有多个变速档与变速档选择装置，所述多个变速档设置于所述输入轴以及所述输出轴之间，所述变速档选择装置对所述多个变速档中的一个变速档进行选择；以及
旋转电机，
该动力传递装置的特征在于，
还具有：
传动轴，其轴向与所述输入轴的轴向平行，配置有一个以上能够一体旋转的传动齿轮以及与相对于所述输出轴一体旋转的所述多个齿轮中的一个常啮合且能够空转的惰轮；
减速机构，其能够对从所述旋转电机输出的扭矩进行增幅，所述减速机构具有旋转电机轴、旋转电机轴齿轮、减速齿轮、输入轴传动齿轮、输出轴传动齿轮以及动力切换装置，其中，所述旋转电机轴是所述旋转电机的旋转轴且轴向与所述输入轴的轴向平行；所述旋转电机轴齿轮与所述传动齿轮中的一个常啮合、且能够相对于所述旋转电机轴一体旋转；所述减速齿轮相对于所述旋转电机轴空转、且与相对于所述传动轴一体旋转的齿轮中的一个常啮合；所述输入轴传动齿轮与相对于所述输入轴一体旋转的所述齿轮中的一个常啮合、且能够相对于所述旋转电机轴以及所述减速齿轮空转；所述输出轴传动齿轮与所述惰轮常啮合、且能够相对于所述旋转电机轴以及所述减速齿轮空转；所述动力切换装置与所述减速齿轮一体旋转、且能够切换为与所述输入轴传动齿轮或者所述输出轴传动齿轮中的一个以能够一体旋转的方式卡合的状态或者不与任何卡合的状态。
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Application publication date: 20120822