JP2003048437A - Power transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inexpensive power transmission with excellent torque transmission and capable of outputting high torque at a low speed and capable of starting, creep traveling and hill holding when it is applied to a vehicle in particular, and to improve on-vehicle property by miniaturizing and reducing weight. SOLUTION: This power transmission is provided with a planet gear PGS arranged between an input shaft 1 to which torque is transmitted from an engine and an output shaft 2 from which torque is output to an automatic transmission, a first clutch A-C/L arranged between the career 12 of the planet gear PGS and the input shaft 1, a second clutch B-C/L arranged between the career 12 and the output shaft 2, a third clutch C-C/L arranged between a sun gear 11 and the input shaft 1, and an one-way clutch OCL capable of changing over a ring gear 13 to be fixed/unfixed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device suitable for transmitting power between a power source of a vehicle and a transmission.

[0002]

2. Description of the Related Art Conventionally, generally, in a vehicle equipped with an automatic transmission, a torque converter is used as a power transmission device between an engine as a power source and the automatic transmission.
Such a technique is described, for example, on page 149 of the 9th volume of Automotive Engineering (published on November 20, 1980 by Sankaido Co., Ltd.). Also, as another power transmission means,
A clutch is known, and an automatic clutch system that automatically connects and disconnects the clutch as required due to the requirement of simplicity of operation is also proposed. As such a configuration, a dry single plate clutch is used. Is known.

[0003]

However, since the torque converter transmits power through a fluid, power loss due to slippage occurs and fuel consumption is poor. On the other hand, the means using the clutch does not easily cause power loss, but it is difficult to transmit the low speed / high torque which is an advantage of the torque converter. In other words, in order to transmit low-speed / high-torque, the friction surface is slid to transmit torque, but heat is generated in this way, so-called creeping travel that gradually progresses due to engine idling rotation, and climbing. It is difficult to perform what is called a hill hold that stops on a slope. Therefore, in order to achieve the hill hold, it has been proposed to automatically generate a braking force in the braking device. However, in this case
It is necessary to mount a device that can actively generate a braking force, which increases the cost of the vehicle.

The present invention was made by paying attention to the above-mentioned conventional problems, and is excellent in torque transmission efficiency, and is low speed / low speed.
It enables high torque output, especially when applied to vehicles,
The purpose of the present invention is to provide a power transmission device capable of starting / creeping and hillholding at a low cost, and to improve the vehicle mountability by making it compact and reducing the weight. Further, in the present invention, when a new power transmission device that achieves the above-mentioned object is provided, it is an object of the present invention to execute highly accurate control that does not make the driver feel uncomfortable when the traveling situation changes.

[0005]

To achieve the above object, the present invention provides a planetary gear between an input shaft for transmitting torque from a power source and an output shaft for outputting torque to the outside. The carrier is connectable to and disconnectable from the input shaft by the first clutch, and is connectable to and disconnectable from the output shaft by the second clutch,
One of the sun gear and the ring gear of the planetary gear is a fixed element, and the other is connectable and disconnectable with the input shaft by a third clutch, and the fixed element rotates only in the same direction as the input shaft by a one-way clutch. It is possible, and rotation is restricted in the opposite direction.

The invention described in claim 2 is the same as claim 1
In the power transmission device described in (1), torque is input to the input shaft from a vehicle engine as a power source and torque is output to the transmission of the vehicle.

According to a third aspect of the present invention, in the power transmission device according to the first or second aspect, the fixing element is a ring gear, and the third clutch is capable of connecting and disconnecting the sun gear and the input shaft. It is a means characterized by being provided.

According to a fourth aspect of the present invention, in the power transmission device according to the second or third aspect, a rotor of the generator motor is provided on a member that rotates integrally with the other of the sun gear and the ring gear. The means is characterized in that it has a stator that is supported by the housing so as to face the rotor and that energy can be transferred between the stator and the rotor.

According to a fifth aspect of the present invention, in the power transmission device according to any one of the first to fourth aspects, the first clutch, the second clutch and the third clutch are switched between engaged and disengaged, and the power generation is performed. The control means for controlling the non-operation of the electric motor and the switching between the electric operation and the power generation operation is provided.

According to a sixth aspect of the present invention, in the power transmission apparatus according to the fifth aspect, the control means engages the first clutch, releases the second clutch and the third clutch, and generates electric power. The means is characterized by executing start control for operating the electric motor as an electric motor.

According to a seventh aspect of the present invention, in the power transmission apparatus according to the fifth or sixth aspect, the control means engages the second clutch and the third clutch when the power source is driven. On the other hand, the deceleration control for releasing the first clutch and increasing the torque is executed.

According to an eighth aspect of the present invention, in the power transmission device according to any of the fifth to seventh aspects, the control means engages the first clutch and the second clutch while releasing the third clutch. The means is characterized by executing the steady running control.

According to a ninth aspect of the present invention, in the power transmission device according to any of the fifth to eighth aspects, the control means engages all of the first to third clutches, and the generator / motor is used. The means is characterized by executing regenerative control for operating the power generation.

The invention according to a tenth aspect is the fifth to ninth aspects.
In the power transmission device according to any one of claims 1 to 3, the control means switches between engagement and disengagement of the first clutch, the second clutch, and the third clutch, and non-operation, electric operation, and power generation operation of the generator motor. In addition to switching
The engine output torque is configured to be changeable, and torque correction control is executed to change the output torque of the engine according to a change in the torque output to the output shaft as the deceleration control shifts to the steady running control. Was adopted.

[0015]

In the present invention, the first clutch,
When the power source is driven while all the second clutch and the third clutch are engaged, the torque of the power source is transmitted from the input shaft to the carrier of the planetary gear and the sun gear via the first clutch and the third clutch. The other of the ring gears (the sun gear in the invention according to claim 3) is coupled and integrated, these are rotated at a constant speed (1: 1) with the input shaft, and further transmitted to the output shaft via the second clutch. To be done. At this time, one of the sun gear and the ring gear of the planetary gear (the ring gear in the invention according to claim 3) rotates in the same direction as the input shaft, so that there is no constraint by the one-way clutch and the free rotation is possible. is doing.

When the second clutch and the third clutch are engaged and the first clutch is released to drive the power source, the torque from the power source is transmitted from the input shaft to the planetary clutch via the third clutch. It is input to the other of the sun gear and the ring gear of the gear (the sun gear in the invention according to claim 3) and output from the carrier to the output shaft via the second clutch. In this case, the planet gears are decelerated and output as carriers. Therefore, the torque of the power source can be increased and output from the output shaft. The reduction ratio in this case is determined based on the number of teeth in each element of the planetary gear.

As described above, according to the present invention, the torque of the power source is output from the output shaft as it is to prevent the power loss due to the slippage, and the heat generation such as the slipping of the clutch and the disadvantage of the control are not used. In addition, there is an effect that it is possible to provide a novel power transmission device that can achieve both compatibility with increasing torque (converting to low speed / high torque) and outputting. Therefore, claim 2
When the device of the present invention is arranged between the engine and the transmission of the vehicle as in the invention described in (1), it is possible to improve fuel efficiency and to perform creeping and hill hold. The effect is obtained. Further, in the present invention, one of the sun gear and the ring gear is fixed by a one-way clutch or can be switched to a free state, so that the structure is simplified and the manufacturing cost can be reduced as compared with switching using a brake. It is possible to achieve reduction, compactness, and weight reduction.

According to the invention described in claim 4, in addition to the above-mentioned 1: 1 output of the driving force of the power source and the torque increase output, the following operation becomes possible. That is, when the first clutch is engaged while the second and third clutches are disengaged and the generator motor is driven by the motor, the torque of the generator motor is input to the other of the sun gear and the ring gear of the planetary gears and further decelerated. Is transmitted from the carrier to the input shaft via the first clutch. Therefore, when the engine is in the non-driving state, the torque of the generator motor can be increased and input to the power source to start the engine.

In addition, as in the case of 1: 1 output of the power source with all the above-mentioned first, second and third clutches engaged, and during deceleration output with the second and third clutches engaged, When the other of the sun gear and the ring gear is rotating, the rotor of the generator motor is rotating.Therefore, if the generator motor is driven as an electric motor, the output torque of the generator motor is added to the output torque of the power source. The shaft can be rotated. Alternatively, at this time, if the generator motor is driven as a generator, it is possible to generate power by using a part of the output torque of the power source. In this way, the torque output to the output shaft can be increased / decreased by operating the generator motor as an electric motor or as a generator, and creep running or sloping roads that gradually move forward without stepping on the accelerator. It becomes easy to adjust the output torque when performing hill hold or the like to prevent the vehicle from moving backward.

Further, in the state where all the first, second and third clutches are engaged, when there is an input from the output shaft side, the rotor is rotated 1: 1 together with the other of the sun gear and the ring gear. . Therefore, at this time, if the generator motor is operated as a generator, energy can be regenerated. That is, in the vehicle described in claim 2 or later, when all the first, second, and third clutches are engaged and the generator motor is operated as a generator at the time of deceleration, the drive wheels will be disconnected. Regeneration can be performed with a torque transmission of 1: 1.

In the invention according to claim 5, the control at the time of starting controls the control means to engage the first clutch while disengaging the second clutch and the third clutch to directly start the engine by the generator motor. Item 6), the first clutch is disengaged while the power source is being driven, while the second and third clutches are engaged to be input to the drive shaft so that the vehicle can start, creep, and hill hold. Deceleration control for decelerating the driving torque in the planetary gears and transmitting it to the output shaft (Claim 7), and engaging the first, second, and third clutches to transmit the driving torque of the power source to the output shaft 1: 1. Steady running control (Claim 8), and regenerative control (Claim 9) for regenerating the generator motor in the same state,
Can be executed.

According to the tenth aspect of the invention, the control means, when shifting from the deceleration control to the steady running control,
In the power transmission device, the state in which deceleration is performed by the planetary gears is changed to the state in which deceleration is not performed, and accordingly, the torque output from the power transmission device to the output shaft is reduced. Therefore, the control means executes the torque correction control to change the output torque of the engine according to the change of the transmission torque in the power transmission device. Therefore, even if the deceleration control shifts to the steady running control and the transmission torque in the power transmission device changes, it is possible to prevent the driver from feeling uncomfortable.

[0023]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. (Embodiment) First, the power transmission device MGU of the embodiment
The configuration of will be described. Power transmission device M of the embodiment
The GU corresponds to the invention described in claims 1 to 10, and as shown in FIG. 2, the torque converter is arranged in the middle of the power transmission path of the engine EG and the transmission TM, that is, in a general automatic transmission. It is provided at the position where A manual transmission, a CVT or the like can be used as the transmission TM.

This power transmission device MGU is equipped with an engine EG.
Input shaft 1 connected to a crank shaft (not shown) of the transmission, an output shaft 2 connected to an input shaft of the transmission TM (not shown), and a planet provided coaxially with the output shaft 2 and the input shaft 1. A gear PGS, a first clutch A-C / L for connecting and disconnecting the carrier 12 of the planetary gear PGS with the input shaft 1, and a second clutch B-C / L for connecting and disconnecting the carrier 12 with the output shaft 2. Of the electric power between the third clutch C-C / L for connecting and disconnecting the sun gear 11 of the planetary gear PGS to and from the input shaft 1 and the sun gear connecting circular pipe 36 which is a rotating body integrated with the sun gear 11. It is provided with a generator motor MG for giving and receiving, and a one-way clutch OCL for fixing and releasing the ring gear 13, which is a fixed element of the planetary gear PGS. A wet electromagnetic multi-plate clutch is used as each of the clutches A-C / L, B-C / L, and C-C / L.

Next, the power transmission device MGU of the embodiment will be described in detail with reference to the sectional view of FIG. One end of the input shaft 1 is connected to the crankshaft of the engine EG via vibration absorbing means 5. This vibration absorbing means 5
Is a well-known one having an elastic plate for absorbing bending vibration that has high rigidity in the rotating direction and low rigidity in the bending direction, and a damper plate that has low rigidity in the rotating direction and high rigidity in the bending direction. Used to absorb bending vibration and torsional vibration when torque is input from the crankshaft.

In the figure, H is a housing for accommodating the power transmission device MGU of the embodiment, and the bearing 4 is provided at the inner peripheral portion.
The input shaft 1 and the output shaft 2 are rotatably supported via 9, 49. Sealing members 50, 50 are provided next to the bearings 49, 49 to seal the oil chamber OR formed in the housing H. Further, the axial dimension is controlled by both bearings 49, 49.

A disk 31 is connected to the input shaft 1. The input circular pipe 3 is provided at a portion near the outer circumference of the disc 31.
2 are integrally provided. Further, in the middle of the disk 31, non-magnetic bodies 31a, 31b, 31c for preventing a short circuit of a magnetic path formed by a coil 653 described later are provided.

On the other hand, an output circular pipe 21 is connected to the output shaft 2, and between the output circular pipe 21 and the input circular pipe 32,
A carrier connecting circular pipe 34 is provided with a space between the circular pipes 21 and 31, and the carrier connecting circular pipe 34 is coupled to the carrier 12 of the planetary gear PGS and supported by the housing H by a bearing 51. Has been done.

Further, the sun gear connecting circular pipe 36 is connected to the sun gear 11 of the planetary gear PGS via a disc 36b, and is arranged with a space in the outer diameter direction of the input circular pipe 32. . In addition, the sun gear connection circular pipe 36
Is provided with a seal member 55 between it and the housing H,
The air chamber AR in which the generator motor MG is installed and the oil chamber OR are separated. Further, the generator motor MG includes the rotor 16 mounted on the outer circumference of the sun gear connecting circular pipe 36.
And a stator 17 facing the rotor 16 and supported by the housing H.

The second clutch B-C / L is
The first clutch A-C / L is provided between the output circular pipe 21 and the carrier connecting circular pipe 34, and is provided between the carrier connecting circular pipe 34 and the input circular pipe 32.
The clutch C-C / L is provided between the input circular pipe 32 and the sun gear connecting circular pipe 36.

Next, each clutch A-C / L, B-C /
L and C-C / L will be described. First, the second clutch B
-C / L is provided between the output circular pipe (corresponding to the output member in the claims) 21 and the carrier connecting circular pipe (corresponding to the input member in the claims) 34, as described above. It includes a main clutch 60B, a first rotating body 61B, a second rotating body 62B, a cam mechanism 63B, a sub clutch 64B, and a fastening mechanism 65B.

The main clutch 60B is the output circular tube 2
On the outer periphery of 1 and the inner periphery of the carrier connection circular pipe 34, those mounted by spline coupling so as to be relatively movable in the axial direction and not relatively movable in the rotational direction are alternately arranged. Further, the main clutch 60B has one end side thereof restricted in axial movement by a stopper disk 21s connected to one end of the output circular pipe 21, and the other end side thereof is adjacent to the first rotating body 61B. .

The first rotating body 61B is the output circular tube 2
It is mounted so as to be relatively movable in the axial direction by spline coupling with respect to 1, but not relatively movable in the rotational direction.
Further, a second rotating body 62B is provided so as to face the first rotating body 61B. The second rotating body 62B is formed in an L-shaped cross section, and is floated with lubricating oil interposed between the output circular pipe 21 and the carrier connecting circular pipe 34.

The first rotary body 61B and the second rotary body 62B
A cam mechanism 63B is provided between and. The cam mechanism 63B includes a cylindrical thrust roller 632 as a cam member and a cam groove 633. The cam grooves 633 are radially formed on the second rotating body 62B as shown in FIG.
It is held in the first rotary body 61B by a retainer (not shown) so as to be arranged inside 33. In addition, contrary to this example, the thrust roller 632 is provided in the second rotating body 62B,
The cam groove 633 may be provided in the first rotating body 61B.

Here, as shown in the operation explanatory view of FIG. 4 which is a cross section taken along the line S4-S4 of FIG. 3, the cam groove 633 formed in the second rotating body 62B has the deepest hollow portion at the center. 636 is formed, and cam surfaces 637, 637 are formed on both sides in the circumferential direction. The cam surface 637 may be a curved surface as shown, or may be an inclined surface as shown in FIG.

The first rotary body 61B and the second rotary body 62B are biased by return springs (not shown) on stopper faces (not shown) that set initial positions in the axial direction. The return mechanism 66B provided between the two will be described in detail later.
Thus (see FIG. 6), each is biased to the initial position in the rotation direction. Therefore, the cam mechanism 63B has the second
When the rotating body 62B is rotating together with the first rotating body 61B, as shown in FIG.
Is arranged in the recessed portion 636 of the cam groove 633, and no force is generated in the axial direction. On the other hand, when the second rotating body 62B relatively rotates relative to the first rotating body 61B in the circumferential direction from the initial position, as shown in FIG.
32 is the cam surface 637 of the cam groove 633 of the second rotating body 62B.
The first rotating body 61B relatively moves in the axial direction with respect to the second rotating body 62B due to the relative displacement in the axial direction and the pressing force generated. The thrust roller 632 as the cam member may be replaced by the spherical ball cam shown in the prior art. However, when the thrust roller 632 is used, linear contact is made radially with respect to the first rotating body 61B. Therefore, compared to point contact with a ball cam,
This has an advantage that it is possible to prevent the first rotating body 61B and the second rotating body 62B from hitting each other.

Returning to FIG. 1 and continuing the description, a multi-plate sub-clutch 64B is axially movable relative to the opposing portion of the second rotating body 62B and the carrier connecting circular pipe 34. It is mounted so as not to be relatively movable in the rotation direction, and is provided so as to regulate the relative rotation between the second rotating body 62B and the carrier connecting circular pipe 34 in the fastened state and allow these relative rotations in the fastened state.

A fastening mechanism 65B for engaging and disengaging the sub-clutch 64B is provided with a coil 653, and the second rotating body 62B is used as an armature that is attracted when the coil 653 is energized. ing. The coil 653 is provided in the housing H, and when energized, forms a magnetic path to attract the second rotating body 62B toward the sub-clutch 64B and fasten the sub-clutch 64B. The stroke amount ST of the second rotating body 62B at this time is as shown in FIG. 4B, and the depth L of the recessed portion 636 shown in FIG.
It is set to match T. That is, the recess 63
6 is formed to absorb interference with the thrust roller 632 before the second rotary body 62B strokes as an amateur, and the stroke amount ST
Any shape may be used as long as it has a depth L corresponding to and can prevent interference with the thrust roller 632.

Therefore, the fastening mechanism 65B includes the coil 6
When the current is not supplied to 53, the sub-clutch 64B is released, the second rotating body 62B rotates together with the first rotating body 61B, and the thrust roller 632 moves the cam groove 6 at the initial position.
33, the cam mechanism 63B does not operate, and the main clutch 6 does not operate.
0B is released, and the second clutch B-C / L is in the disengaged state.

On the other hand, when the coil 653 is energized, the second
The rotating body 62B is sucked and strokes, and the sub clutch 6
4B is pressed and fastened. At this time, in the state where the carrier connecting circular pipe 34 and the output circular pipe 21 are relatively rotating, the second rotating body 62B rotates relative to the first rotating body 61B, and the thrust roller 632 in the cam mechanism 63B. Presses the cam surface 637 of the cam groove 633 to perform the cam operation, and the boosted output causes the main clutch 60B.
Are engaged and the second clutch B-C / L is in the engaged state. In this case, the main clutch 60B is strongly engaged by the boost output of the cam mechanism 63B, and a large torque can be transmitted.

Next, the first rotary body 61B and the second rotary body 62.
The return mechanism 66B provided between B and B will be described with reference to FIG. In FIG. 6, (a1) is a front view of the second rotating body 62B, (a2) is a sectional view of the second rotating body 62B, (b1) is a front view of the first rotating body 61B, and (b).
2) is a cross-sectional view of the first rotating body 61B. As shown in the drawing, the first rotary body 61 is provided near the inner circumference of the second rotary body 62B.
Holding portions 621 protruding in the B direction are formed at four locations in the circumferential direction. Each holding portion 621 has a holding hole 622 for accommodating and holding the base end portion of the return spring 601. On the other hand, the first rotating body 61B accommodates the holding portion 621 and the return spring 601 when facing the second rotating body 62B, and a storage groove 611 that is movable in the circumferential direction together with the holding portion 621. It is formed in two places, and both ends of the storage groove 611 are formed on the stopper 61.
It is divided by 2. A circumferential side surface 613 of the stopper 612 is formed in a curved shape, and a retainer 602 attached to the tip ends of the pair of return springs 601 is in contact with both side surfaces 613 (see FIG. 7).

Therefore, the first rotary body 61B and the second rotary body 62B are opposed to each other, and as shown in FIG.
When each return spring 601 and the holding portion 621 of the rotating body 61B are housed in the housing groove 611 of the second rotating body 62B and both retainers 602 are brought into contact with the stopper 612, the first rotation is caused by the biasing force of the return spring 601. The relative position in the circumferential direction between the body 61B and the second rotating body 62B is restricted to a predetermined initial position. When the second rotary body 62B is displaced relative to the first rotary body 61B in the circumferential direction from the initial position by engaging the sub-clutch 64B as described above, a pair of return springs 601 are provided as shown in FIG.
One is shortened. Therefore, when the engagement of the sub clutch 64B is released, the second rotating body 62B is returned to the initial position shown in FIG. 7 by the elastic force of the shortened return spring 601.

Next, the first clutch A-C / L and the third clutch
The clutch C-C / L will be described, but the basic configuration thereof is the same as that of the second clutch B-C / L, and therefore will be briefly described. As described above, the first clutch A-C / L is provided between the carrier connecting circular pipe 34 and the input circular pipe 32, and includes the main clutch 60A, the first rotating body 61A, and the second rotating body. 62A, cam mechanism 63A,
The sub clutch 64A and the fastening mechanism 65A are provided.

The main clutch 60A is the input circular pipe 3
2 and the carrier connecting circular pipe 34 are alternately arranged so as to be relatively movable in the axial direction and not relatively rotatable.

The first rotating body 61A is mounted on the carrier connecting circular pipe 34 so as to be relatively movable in the axial direction and not relatively rotatable. The second rotating body 62A includes the input circular pipe 32.
Is floatingly supported between the carrier connection circular pipe 34 and the carrier connection circular pipe 34. The cam mechanism 63A includes a second clutch B-C.
Like / L, the thrust roller 632 held by the first rotary body 61A and the cam groove (not shown) formed in the second rotary body 62A are provided.

The sub-clutch 64A includes the second rotary member 6
The 2A circular pipe and the input circular pipe 32 are alternately arranged so that they can be relatively moved in the axial direction and cannot be relatively rotated. The fastening mechanism 65A includes a coil 653 provided in the housing H, and attracts the second rotating body 62A when energized.

Therefore, the coil 65 of the fastening mechanism 65A is
When the electricity is applied to 3, the sub clutch 64A is engaged,
As a result, relative rotation occurs between the first rotating body 61A and the second rotating body 62A, the cam mechanism 63A outputs a boosted force, and the main clutch 60A is engaged, whereby the input circular pipe 32 and the carrier connecting circle. The tube 34 is connected.

As described above, the third clutch A-C / L is provided between the input circular pipe 32 and the sun gear connecting circular pipe 36, and has the main clutch 60C, the first rotary body 61C, and
Second rotating body 62C, cam mechanism 63C, sub-clutch 64
C, and a fastening mechanism 65C.

The main clutch 60C is the input circular pipe 3
2 and the sun gear connecting circular pipe 36 are alternately arranged so as to be relatively movable in the axial direction but not relatively rotatable.

The first rotating body 61C is mounted on the input circular pipe 32 so as to be relatively movable in the axial direction and not relatively rotatable. The second rotating body 62C is floatingly supported between the input circular pipe 32 and the sun gear connecting circular pipe 36. The cam mechanism 63C is similar to the second clutch B-C / L in that the thrust roller 6 held by the first rotating body 61C.
32 and a cam groove (not shown) formed in the second rotating body 62C.

The sub-clutch 64C includes the second rotary member 6
The 2C circular pipe and the sun gear connecting circular pipe 36 are alternately arranged so as to be relatively movable in the axial direction and non-rotatable relative to each other. The fastening mechanism 65C includes a coil 653 provided in the housing H, and attracts the second rotating body 62C when energized.

Therefore, the coil 65 of the fastening mechanism 65C is
When electricity is applied to 3, the sub clutch 64C is engaged,
As a result, relative rotation occurs between the first rotary body 61C and the second rotary body 62C, the cam mechanism 63C outputs a boosted force, and the main clutch 60C is engaged, whereby the input circular pipe 32 and the sun gear connecting circle. The pipe 36 is connected.

The first clutch A-C / L and the third clutch
The clutch C-C / L is also provided with a return mechanism, but description thereof will be omitted because the same mechanism as that described for the second clutch B-C / L is provided.

Next, the one-way clutch OCL provided between the ring gear 13 of the planetary gear PGS and the housing H will be described. FIG. 9 is a schematic diagram of the one-way clutch OCL. The housing H has an outer race 71 fixed to the outer circumference of the ring gear 13, and an inner race of the outer race 71 having a cam surface 72c. A plurality of housing grooves 72 are formed in the circumferential direction, rollers 73 are housed in each housing groove 72, and each roller 73 is biased in the cam surface 72c direction by a spring 74. The cam surface 72c is formed in such a shape that the distance from the outer circumference of the ring gear 13 becomes narrower in the direction of the arrow in the figure.

Therefore, when the ring gear 13 rotates in the direction of the arrow in the figure, the roller 73 moves the spring 74.
Is pushed in the direction of the cam surface 72c by the urging force of the
The ring gear 13 is fixed by being caught between 2c and the outer circumference of the ring gear 13. On the other hand, when the ring gear 13 rotates in the direction opposite to the arrow, the roller 73 causes the spring 74 as shown in FIG. 10 due to the sliding resistance with the outer periphery of the ring gear 13.
While being bent, the ring gear 13 is dragged in the rotating direction and separated from the cam surface 72c. As a result, the ring gear 13 idles.

Returning to FIG. 2, the clutches A-C / L,
The operation of B-C / L and C-C / L and the operation of the generator motor MG are controlled by the controller 100, and the controller 100 exchanges signals with the engine controller 101 shown in FIG. Coordinated control with the EG is performed. The controller 100 is provided with a ring gear sensor 113 that detects the rotation speed of the ring gear 13. Also,
The controller 100 and the engine controller 1
01 corresponds to the control means in the claims.

Further, the engine controller 101
Includes a portion that controls the operation of the electronically controlled throttle device. That is, the engine controller 101
A signal from the accelerator sensor 103 that detects the operation amount of the accelerator pedal 102 and a signal from the throttle sensor 105 that detects the opening degree of the throttle valve 104 are input. On the other hand, a throttle motor 106 is connected to the output side of the engine controller 101. The throttle motor 106 rotates the valve shaft 107 of the throttle valve 104 in opposite directions to control the throttle valve 10.
The opening degree of 4 can be changed. In the figure, 1
Reference numeral 08 denotes a return spring that biases the throttle valve 104 to rotate in the fully closing direction.

Next, the operation of the power transmission device MGU by the controller 100 will be described with reference to the operation explanatory view of FIG. (At engine start) When starting the engine, the controller 100 engages the first clutch A-C / L, and the second / third clutch B-C / L, C-C / L.
Is started and the starting control for driving the generator motor MG as a motor is executed. Therefore, the rotation of the generator motor MG is input to the sun gear 11 in the planetary gear PGS, and in this case, the ring gear 13 causes the one-way clutch O.
It is fixed by CL and is decelerated and output from the carrier 12. Further, the rotation of the carrier 12 is transmitted from the first clutch A-C / L to the input circular pipe 32,
The input shaft 1 rotates, which starts the engine EG. In this case, the torque of the generator motor MG is the planetary gear PG.
It is increased in S and output to the engine EG. By the way, the reduction ratio Ns / Nc of the planetary gear PGS is Ns / N
It can be expressed by c = (ns + nr) / ns (where
ns is the number of teeth of the sun gear, nr is the number of teeth of the ring gear), and in the present embodiment, Ns / Nc = 1/2.
It is set to 4. Therefore, the drive torque required to start the engine EG in the generator motor MG can be reduced as compared with the case where the reduction ratio is not obtained, and the generator motor MG can be downsized. That is, in the present embodiment, conventionally, the power transmission device MGU is to be installed in the limited space where the torque converter is installed in the automatic transmission, and therefore, the generator motor MG is arranged outside. Despite the structure, it aims to be as compact as possible as a whole, and in such a structure, reducing the required drive torque of the generator motor MG is very effective in terms of compactness. Becomes

(Start-up / creep / hill-hold) During start-up after starting the engine EG, during creep running in which the accelerator is not stepped on, the vehicle speed is 0 km / h uphill. At the time of holding the hill, the controller 100 turns the second clutch B
-C / L and the third clutch C-C / L are engaged, and deceleration control for releasing the first clutch A-C / L is executed.

Therefore, the rotation of the engine EG is input from the input shaft 1 to the sun gear 11 through the third clutch C-C / L, decelerated from the carrier 12, and the second clutch B-.
It is output to the output shaft 2 via C / L. Here, when input to the sun gear 11, a fixed force is applied to the carrier 12 due to the inertial force of the vehicle or the like, and a counter torque of reverse rotation is generated in the ring gear 13 by its reaction force. At this time, the ring gear 13 is fixed by the one-way clutch OCL and the carrier 12 is decelerated. In this way, the torque is increased in the planetary gear PGS while the driving force of the engine EG is being transmitted from the input shaft 1 to the output shaft 2. Therefore, it is possible to smoothly start the vehicle and also perform creep running and hill hold. At this time, the second clutch B-C / L or the third clutch C-C
/ L does not cause heat generation because it does not slip only when it is fastened, and it has a structure that uses a clutch that does not have a torque converter. It is possible to start, creep, and hold hills.

Further, when the generator motor MG is driven as a motor in the above state, the drive torque generated in the generator motor MG is combined with the engine torque and the planetary gear PG.
Since the speed is reduced by S and transmitted to the transmission TM, the torque of the engine EG can be assisted. On the other hand, when the generator motor MG is operated as a generator in the above-described state, a part of the drive torque of the engine EG is consumed in the generator motor MG, and the torque input to the transmission TM decreases. in this way,
By operating the generator motor MG as a motor or as a generator, the transmission TM
The torque input to can be increased or decreased, and more detailed control is possible. This control is particularly effective for hill hold.

In addition, as described above, the planetary gear PGS
In this case, since the reduction ratio can be obtained, when only the second clutch B-C / L is engaged and the generator motor MG is driven as an electric motor, the rotation of the generator motor MG is reduced by the planetary gears PGS and the output shaft is reduced. 2 and the transmission TM, and it is possible to perform the start and the creep running with the driving force of only the generator motor MG, and when the battery (not shown) is sufficiently charged, It is also possible to improve fuel efficiency by starting and creeping with the generator motor MG.

(During steady running / accelerating) During steady running and accelerating, the controller 100 keeps driving the engine EG and all the clutches A-C / L, B-C /
The steady running control for engaging L and C-C / L is executed.
Therefore, the engine EG rotates from the input shaft 1 to the first
It is directly transmitted to the output shaft 2 via the clutch A-C / L, the carrier connecting circular pipe 34, and the second clutch B-C / L, and in the planetary gear PGS, the sun gear 11, the carrier 12, and the ring gear 13 are included. As a result of and being rotated at a constant speed,
In the one-way clutch OCL, the ring gear 13
When the ring gear 13 becomes free, the rotation of the engine EG is transmitted to the output shaft 2 at a ratio of 1: 1.

At this time, the rotation of the input shaft 1 is input to the sun gear connecting circular pipe 36 in the planetary gear PGS via the third clutch C-C / L, and the rotor 16 of the generator motor MG rotates. , Can generate electricity. Alternatively, if the generator motor MG is driven as a motor, the drive torque is input to the input shaft 1. Therefore, when torque is required during acceleration, the motor may be driven as such.

(Deceleration regeneration) Regeneration is performed when decelerating from a high speed equal to or higher than a predetermined vehicle speed. In this case, the controller 10
0 indicates all clutches A-C / L, B-C / L, C-C
/ L is engaged, and regenerative control for operating the generator motor MG as a generator is executed. Therefore, the torque on the drive wheel side input to the output shaft 2 is the second clutch B.
-C / L is input to the carrier 12 and further transmitted to the engine EG via the first clutch A-C / L, and the so-called engine brake can be obtained by rotating the engine EG together. The rotation of the input shaft 1 is input to the sun gear connecting circular pipe 36 via the third clutch C-C / L, and power is generated in the generator motor MG. At this time, the ring gear 13 is normally rotated and is in a free state by the one-way clutch OCL,
The planetary gear PGS does not perform a speed change operation.

(Idle Power Generation) When decelerating from a low speed less than a predetermined vehicle speed, the controller 100 sets the engine E
G and the drive wheels are separated to prevent the engine brake from acting, and the generator motor MG is set to the engine E.
Idle power generation control for generating power by idling G is executed. In this case, the second clutch B-C / L is released, and the first clutch A-C / L and the third clutch C are released.
-Tighten C / L. Therefore, the first clutch A-
By engaging the C / L and the third clutch C-C / L, the planetary gears PGS rotate integrally, and the generator motor MG rotates 1: 1 with respect to the idle rotation of the engine EG to generate electric power. At this time, the ring gear 13 rotates normally and the one-way clutch OCL becomes free. Further, the torque from the drive wheel side due to the release of the second clutch B-C / L is
The inertial rotation is performed without being input to the planetary gear PGS and without being applied with a load on the engine EG side.

(Torque Correction Control) The controller 10
When 0, the torque correction control is executed in cooperation with the engine controller 101 when shifting from deceleration control for starting, creeping, hillholding, etc. to steady running control for accelerating / steady running. That is, in the start / creep / hill hold state, the rotation of the engine EG is transmitted to the transmission TM with the torque increased by deceleration. When shifting from this state to the acceleration / steady state, the torque is reduced by changing the rotation of the engine EG to be transmitted at 1: 1. If there is no change in the driving state of the engine EG when the state shifts in this way, the driver needs to perform an operation of changing (increasing or decreasing) the depression amount of the accelerator pedal 102. Therefore, in the present embodiment, the torque correction control for increasing the torque of the engine EG in response to the change in the reduction gear ratio in the power transmission device MGU is executed, and the operation by the driver described above is unnecessary.

FIG. 13 is a flow chart showing this torque correction control. In step 131, it is determined whether or not the vehicle has started, and when it is determined that the vehicle has started, the process proceeds to step 132. In addition, the brake switch (not shown) is OFF
It is possible to judge by the fact that it becomes, the change of the accelerator opening, or the vehicle speed and the combination thereof.
In step 132, it is determined whether or not the vehicle is traveling at a constant speed (steady state).
It should be noted that the constant speed running start determination is made, for example, when the rate of change in vehicle speed falls within a predetermined value. In step 133, the torque of the engine EG is calculated. This torque calculation can be calculated, for example, from the engine speed and the accelerator opening, and can be calculated based on a preset map.

In the following step 134, the control target value is calculated. This control target value is obtained from the engine torque calculated in step 133 and the current engine speed. That is, the control target value is maintained at the same torque before and after shifting from the state of increasing the torque by deceleration in the power transmission device MGU to the state of transmitting the torque at the gear ratio of 1: 1 as described above. Is the target value for.

At the next step 135, control for engaging and engaging the first, second and third clutches A-C / L, B-C / L, C-C / L into an acceleration / steady state, that is, the planetary gears. P
In the GS, the sun gear 11, the carrier 12, and the ring gear 13 are controlled to rotate at the same rotation speed. In the following step 136, the rotation speed of the ring gear 13 is detected, and in the next step 137, the rotation speed of the engine EG is detected.

In the next step 138, the power transmission device M
The required increase / decrease torque Tn, which is the required torque increase amount, is calculated in response to the decrease in torque due to the change in the reduction ratio in the GU. The required increase / decrease torque Tn is obtained from the control target value and the engine rotation change amount. Also, the following step 139.
Then, the absorbed TV0 amount, which is the change amount of the engine speed, is calculated based on the required increase / decrease torque. That is, as shown in FIG. 14, the torque characteristic corresponding to the engine speed for each throttle opening is input to the controller 100. Here, the star symbol in the figure is the control target value obtained in step 134, and the * symbol in the figure is the value to which the required increase / decrease torque Tn is added on this control target line. This makes it possible to obtain the absorbed TV0 amount, which is the required change in engine speed.

Further, in step 140, this absorption T
The target throttle amount for obtaining the V0 amount is obtained, and in the following step 141, the throttle motor 106 is driven according to this target throttle amount. Therefore, even if the torque transmission state of the power transmission device MGU changes, the driver does not feel uncomfortable and the driver does not need to operate the accelerator pedal. The torque correction control can also be applied to the power transmission device MGU shown in the embodiment using a brake or a worm wheel and a worm gear as fixed elements.

As described above, in the present embodiment, the planetary gear PG is used without using the torque converter.
S and each clutch A-C / L, B-C / L, C-C /
Since torque is transmitted using L, the torque transmission efficiency is excellent. Moreover, since the planetary gear PGS and the clutches A-C / L, B-C / L, and C-C / L are used as described above, the planetary gear PGS is decelerated to transmit torque. It is possible to achieve low-speed / high-torque output without using a heat-generating means such as slipping the clutch. Therefore, in the present embodiment applied to a vehicle, it is possible to perform start / creep running and hill hold.

Further, in the present embodiment, when the ring gear 13 as a fixed element of the planetary gear PGS is rotated or regulated as necessary, the direction of rotation of the ring gear 13 is required. One way clutch OC is a means for rotating and regulating the ring gear 13, paying attention to the fact that it is in a fixed direction.
Since L is used and the band brake and the multi-plate brake are not used, the structure can be simplified, the cost can be reduced, and the device can be made compact and the weight can be reduced.

Further, in the present embodiment, all the clutches AC / L, BC / L, CC / L are tripled around the input shaft 1 and the output shaft 2 at the outer periphery thereof. Since the configuration is provided in the above, the axial size of the unit can be suppressed, it is advantageous to install between the engine EG and the transmission TM, and excellent in vehicle mountability. Moreover,
In the present embodiment, all clutches A-C / L, B-
In C / L and C-C / L, the sub clutch 64A,
The second rotating body 6 that is a part of the configuration that performs boost output as an amateur of the fastening mechanism 65A, B, C that fastens B, C
Since 2A, B, and C are used in common, it is possible to reduce the number of parts by abolishing the individual amateur parts that have been conventionally required. Moreover, the cam groove 633 is provided with a recessed portion 636 so that the thrust roller 632 at the time of non-operation is provided with the recessed portion 636.
Since it is accommodated in the second rotating body 62A, B, C
Although the stroke is made as an amateur, the thrust roller 632 is moved by the cam surface 637 when the first rotary body 61A, B, C and the second rotary body 62A, B, C are relatively rotated.
Is surely abutted to generate thrust. In addition, in the present embodiment, all clutches A-C / L, B-C / L, C-
When arranging the C / L in triples, the main clutches 60A, B, C, the first clutch are used to keep the radial dimension small.
The rotating bodies 61A, B, C, the second rotating bodies 62A, B, C, the cam mechanisms 63A, B, C, and the sub-clutch 64A, B, C are arranged in the axial direction. By eliminating the amateur in such a configuration, it is possible to reduce the axial dimension, and therefore, it is possible to reduce the radial dimension and the axial dimension and to make the power transmission device MGU compact. The effect is obtained.

In addition, this embodiment is based on the generator motor MG.
Although the engine EG is configured to be started by the above, the torque of the generator motor MG can be transmitted to the engine EG by decelerating in the planetary gears PGS at the time of start, so that the generator motor MG can be downsized. In particular, in the present embodiment, the generator motor MG is provided at the outermost periphery of the unit, and in this structure, if a large output torque is required as the generator motor MG, the external dimensions become large and the size becomes large. In addition, it causes an increase in weight, which can be suppressed.

The embodiment of the present invention has been described in detail above with reference to the drawings. However, the specific structure is not limited to this embodiment, and changes in design within the scope of the present invention can be made. Even if it exists, it is included in the present invention. For example, in the embodiment, the ring gear of the planetary gear PGS is used as the fixed element, but the sun gear may be used as the fixed element. In this case, the ring gear is configured to be connectable to and disconnectable from the input shaft via the clutch. . Further, in the embodiment, the example in which the generator motor MG is provided has been shown, but the power transmission device of the present invention may have a configuration in which the generator motor MG is not provided.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing a power transmission device MGU according to an embodiment.

FIG. 2 is a configuration diagram showing a configuration of a power transmission device MGU.

FIG. 3 is a cross-sectional view showing the main parts of the embodiment.

FIG. 4 is an operation explanatory diagram of the main parts of the embodiment.

FIG. 5 is a cross-sectional view showing another example of a cam groove.

6A and 6B are a front view and a cross-sectional view showing a return mechanism in the embodiment.

FIG. 7 is a cross-sectional view showing a return mechanism in the embodiment.

FIG. 8 is a cross-sectional view showing a return mechanism in the embodiment.

FIG. 9 is a cross-sectional view of a one-way clutch of the power transmission device MGU.

FIG. 10 is a cross-sectional view of a one-way clutch of the power transmission device MGU.

FIG. 11 is a configuration diagram showing a configuration for changing the engine torque according to the embodiment.

FIG. 12 is an operation explanatory view of the power transmission device MGU.

FIG. 13 is a flowchart showing a flow of torque correction control according to the embodiment.

FIG. 14 is a performance map of the embodiment.

[Explanation of symbols]

1 input axis 2 output shaft 5 Vibration absorption means 11 sun gear 12 career 13 ring gear 16 rotor 17 Stator 21 Output circular tube 21s stopper disk 31 disk 31a, 31b, 31c Non-magnetic material 32 input tube 34 Carrier connection circular pipe 36 Sun gear connection circular pipe 36b disc 49 bearings 50 seal member 51 bearing 55 Seal member 60A main clutch 60B main clutch 60C main clutch 61A rotating body 61B rotating body 61C rotating body 62A rotating body 62B rotating body 62C rotating body 63A cam mechanism 63B cam mechanism 63C cam mechanism 64A sub clutch 64B sub clutch 64C sub clutch 65A fastening mechanism 65B fastening mechanism 65C fastening mechanism 66B return mechanism 71 outer race 72 accommodation groove 72c Cam surface 73 Roll 74 spring 100 controller 101 engine controller 102 accelerator pedal 103 Accelerator sensor 104 throttle valve 105 Throttle sensor 106 Throttle motor 107 Valve shaft 113 ring gear sensor 601 Return spring 602 retainer 611 storage groove 612 stopper 613 side 621 holding unit 622 holding hole 632 thrust roller 633 cam groove 636 hollow 637 Cam surface 653 coil AR air chamber EG engine H housing MG generator motor MGU power transmission device OCL One Way Clutch OR oil chamber PGS planetary gear TM transmission AC / L 1st clutch B-C / L 2nd clutch C-C / L 3rd clutch

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 41/00 B60K 41/00 301C 3J552 41/02 ZHV 41/02 ZHV 5H607 F02D 29/00 F02D 29/00 H 29/02 29/02 D 301 301B 321 321B F16H 3/54 F16H 3/54 61/00 61/00 H02K 7/10 H02K 7/10 C F term (reference) 3D039 AA01 AA02 AA03 AB01 AB27 AC03 AC06 AC07 AC15 AC21 AC32. DB10 DB19 EA01 EA02 EB01 EB09 EC02 EC03 FA06 FA10 FA12 3J028 EA09 EA25 EA27 EB04 EB37 EB62 EB63 EB66 FA13 FB03 FC13 FC23 FC62 GA01 3J552 MA02 MA30 NA01 NB01 NB09 PA42 PA48 PA59 PA67 SA03 UA08 VB01Z VB04Z VB16Z VC01Z VC02Z VD02Z 5H607 AA12 BB01 BB02 BB14 BB26 CC01 CC03 CC09 DD02 DD16 EE33 FF02

Claims (10)

[Claims] 1. A planetary gear is provided between an input shaft for transmitting torque from a power source and an output shaft for outputting torque to the outside, and a carrier of the planetary gear is connected to and disconnected from the input shaft by a first clutch. It is possible and second
A clutch is connectable to and disconnectable from the output shaft, one of the sun gear and the ring gear of the planetary gear is a fixed element, and the other is connectable to and disconnectable from the input shaft by a third clutch. Is a one-way clutch that can rotate only in the same direction as the input shaft, and is restricted from rotating in the opposite direction. 2. The power transmission device according to claim 1, wherein the input shaft receives torque from an engine of a vehicle as a power source, and the output shaft outputs torque to a transmission of the vehicle. 3. The power transmission device according to claim 1, wherein the fixed element is a ring gear, and the third clutch is provided so as to connect and disconnect the sun gear and the input shaft. . 4. A rotor of a generator motor is provided on a member that rotates integrally with the other of the sun gear and the ring gear, and the generator motor has a stator supported by a housing facing the rotor and having a stator and a rotor. The power transmission device according to claim 2 or 3, wherein energy is transmitted and received between the two. 5. A control unit is provided for controlling switching between engagement and disengagement of the first clutch, the second clutch and the third clutch, and switching between non-operation and electric operation of the generator motor. Claim 1 characterized by the above.
The power transmission device according to any one of to 4. 6. The control means executes start control for engaging the first clutch, releasing the second clutch and the third clutch, and operating the generator motor as an electric motor. The power transmission device according to 5. 7. The control means executes deceleration control for engaging the second clutch and the third clutch while releasing the first clutch and increasing the torque while the power source is being driven. Claim 5 or 6 characterized
The power transmission device according to. 8. The control means executes a steady running control in which the first clutch and the second clutch are engaged and the third clutch is disengaged.
7. The power transmission device according to any one of 7. 9. The control means executes regenerative control for engaging all of the first to third clutches and for powering the generator motor.
The power transmission device according to any one of 1. 10. The control means includes the first clutch,
In addition to switching between engagement and disengagement of the second clutch and the third clutch, and switching between non-operation, electric operation, and power generation operation of the generator motor, the output torque of the engine is changeable, and the deceleration control to the steady state are performed. The power according to any one of claims 5 to 9, wherein torque correction control is executed to change the output torque of the engine in accordance with a change in torque output to the output shaft when shifting to traveling control. Transmission device.