JP2007246057A - Driving device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device of a hybrid vehicle constituted while being reduced in size and weight. <P>SOLUTION: This driving device of a hybrid vehicle includes a transmission provided between an engine 51 and driving wheels 63, wherein the transmission 10 includes: a main shaft 1 connected to an engine output shaft 55; a secondary shaft 2 provided coaxially with the main shaft 2; a counter shaft 4 provided parallel to the main shaft 1; a first making and breaking means for establishing and releasing connection between the main shaft 1 and the secondary shaft 2; a plurality of transmission passages 11, 14, 17 each transmitting rotation from the secondary shaft 2 to the counter shaft 4; and a plurality of second establishing and releasing means 31 to 33 for establishing and releasing the connection between the secondary shaft 2 and the counter shaft 4 by corresponding passages formed in the gear trains, a first electric motor 52 is provided to rotate integrally with the main shaft 1, and a second electric motor 53 is provided to rotate integrally with the secondary shaft 2. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive device for a hybrid vehicle including a drive source composed of an engine and an electric motor, and a transmission that shifts a driving force from the engine and transmits it to drive wheels.

  2. Description of the Related Art Conventionally, an internal combustion engine using gasoline or the like as a fuel and a hybrid vehicle drive device using an electric motor powered by a battery and operating as a drive source are well known (see, for example, Patent Document 1). As a form of a hybrid vehicle drive device, there is known a system in which a drive force can be transmitted to a drive wheel by one or both of an engine and an electric motor, and a vehicle is driven by switching a drive source to be operated according to the situation. Yes.

  Even in a general vehicle, the driving force from the engine is shifted through a transmission that has a plurality of transmission paths in which different speed ratios are set and can selectively establish any one of the paths. The differential mechanism is configured to be input. In the drive device according to the above method, a dedicated path connected to the differential mechanism is provided separately from the transmission path of the transmission, and an electric motor is connected to the dedicated path, and the driving force from the electric motor passes through this dedicated path. To the differential mechanism. In addition, a clutch mechanism for connecting and disconnecting the path is provided in each of the power transmission path of the transmission and the dedicated path to which the electric motor is connected. By controlling the engagement state of these clutch mechanisms, the drive source is switched according to the situation.

  Conventionally, as a drive device according to the above method, a drive device having two electric motors is known, and an automatic transmission in which one electric motor is connected to the dedicated path and the other electric motor is connected to an engine. A drive device provided on the input shaft of the machine is known.

JP 2005-297786 A

  As described above, according to the conventional driving device, a dedicated path for inputting the driving force from the electric motor to the differential mechanism is provided. In this dedicated path, a gear train for reducing the driving force of the electric motor is provided. Therefore, there is a possibility that the number of parts increases with respect to a general driving device, resulting in an increase in cost and weight. Further, if the dedicated path of the electric motor is configured so that a plurality of shift speeds can be set, such a risk is further increased. Therefore, only a fixed reduction ratio by the speed reduction mechanism is set in the conventional dedicated path. On the other hand, when such an electric motor is provided in the power transmission path of the transmission, the transmission may be enlarged in the axial direction and the mountability on the vehicle may be deteriorated.

  In view of such a problem, the present invention can be configured at low cost and reduced in size and weight, can be mounted on a vehicle, and can further improve traveling performance when an electric motor is used as a drive source. An object of the present invention is to provide a drive device for a hybrid vehicle.

  To achieve the above object, a hybrid vehicle drive device according to the present invention selectively sets a drive source composed of an engine and two electric motors and a plurality of transmission paths for transmitting power between the drive source and the drive wheels. In a drive device for a hybrid vehicle comprising a transmission, the transmission includes a main shaft coupled to the output shaft of the engine, a secondary shaft provided coaxially with the main shaft so as to be rotatable relative to the main shaft, and a main shaft Counter shaft provided in parallel to the drive wheel, first connecting / disconnecting means for connecting / disconnecting the main shaft and the counter shaft, and the rotation of the secondary shaft at different speed ratios to counter shaft A plurality of secondary-counter transmission paths and a plurality of secondary-counter transmission paths A secondary shaft provided by the secondary-counter transmission path and a plurality of second connecting / disconnecting means for connecting / disconnecting the counter shaft so that the first electric motor can rotate integrally with the main shaft. The second electric motor is provided so as to be integrally rotatable with the secondary shaft.

  The first connecting / disconnecting means includes a clutch mechanism in which the outer member is fixed to the secondary shaft, the inner member is fixed to the main shaft, and the outer member and the inner member are detachably connected. The electric motor is preferably attached to the outer peripheral side of the outer member of the first connecting / disconnecting means.

  The transmission further includes a sub shaft provided in parallel to the main shaft, a main-sub transmission path for transmitting the rotation of the main shaft to the sub shaft, and a sub for transmitting the rotation of the sub shaft to the secondary shaft. A main transmission path, and a main-sub transmission path, a sub-shaft, and a third connection / disconnection means for connecting / disconnecting the main shaft and the secondary shaft by the sub-secondary transmission path. It is preferable that the rotation of the main shaft is shifted and transmitted to the secondary shaft through the sub-main transmission path.

  According to the hybrid vehicle drive device of the present invention, of the electric motors provided as the drive source, the second electric motor is provided so as to be integrally rotatable with the secondary shaft constituting the transmission. Note that a plurality of transmission paths are provided between the secondary shaft and the counter shaft, and power can be transmitted to the counter shaft if any of the transmission paths is connected by the second connecting / disconnecting means. Further, the driving force from the engine is transmitted to the secondary shaft if the first connecting / disconnecting means forms a connection state via the main shaft, and the secondary shaft on which the second electric motor is provided is When the first connecting / disconnecting means is in a disconnected state, it becomes neutral with respect to the main shaft, and both shafts can rotate relative to each other.

  In the drive device configured as described above, the vehicle is driven by only the driving force from the second electric motor, only the driving force from the engine, or both the driving force of the engine and the second electric motor. be able to. A transmission path from the second electric motor, which is a drive source of such a drive device, to the drive wheels is shared with a transmission path from the engine. Therefore, since the number of parts can be reduced as compared with the conventional configuration in which a dedicated path is provided, the drive device can be configured with low cost and reduced size and weight. In addition, the driving force from the second electric motor can be transmitted to the drive wheels after being shifted in a plurality of stages by selecting which transmission path is used for power transmission from a plurality of transmission paths. Therefore, if the operation of the second connecting / disconnecting means is controlled, the control for outputting the driving force corresponding to the traveling state to the driving wheels can be performed without complication. Further, the means for shifting and transmitting the driving force of the second electric motor is shared with the means for shifting and transmitting the driving force from the engine, and can be reduced in size and weight without adding new parts. Such a drive device can be provided.

  Further, the first selection means is constituted by a clutch mechanism, and the second electric motor is attached to the outer peripheral side of the clutch mechanism, so that the second electric motor can be mounted without increasing the size of the main shaft or the secondary shaft in the axial direction. It can be attached to the transmission, and an increase in the size of the entire drive unit is avoided.

  In addition, by adding one shaft and two transmission paths, and newly providing a path that transmits and transmits rotation from the main shaft to the secondary shaft, the transmission path from the main shaft to the secondary shaft and the counter shaft from the secondary shaft It is possible to easily set a large number of shift stages by combining with the transmission path up to. As described above, since a large number of shift speeds can be set by combining the transmission paths, the number of parts that are newly required when adding a settable shift speed can be reduced. In addition, since a large number of shift speeds can be set, it is possible to provide a drive device in which fuel efficiency performance is improved by setting a regular shift speed suitable for the traveling state.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 illustrates a drive device for a hybrid vehicle according to the present invention. The drive device 100 includes a hybrid drive source 50 including an engine 51 and two motors 52 and 53, and an automatic transmission 10 connected to an output shaft 55 of the engine 51 via a torque converter 56. The rotational driving force from the drive source 50 is shifted at a predetermined gear ratio by the automatic transmission 10 and transmitted to the left and right drive wheels 63, 63 so that the vehicle travels.

  The engine 51 is an internal combustion engine that uses gasoline, LPG, or the like as fuel, and includes a fuel supply device 51a for supplying fuel to the combustion chamber and an intake / exhaust device 51b for intake / exhaust in the combustion chamber. It is configured. The intake / exhaust device 51b is provided with a throttle valve that can be electrically adjusted regardless of the operation of the accelerator pedal.

  The first and second electric motors 52 and 53 are electric motor generators, and are driven by being supplied with electric power from a vehicle-mounted battery. These motors 52 and 53 are configured so that the driving force of the engine 51 can be assisted and the vehicle can travel, and the vehicle can be driven by its own driving force when the engine 51 is stopped. Further, the battery is charged by generating power during traveling with the driving force of the engine 51.

  The automatic transmission 10 includes a main shaft 1 connected to an output shaft 55 of an engine 51 via a torque converter 56, a secondary shaft 2 provided coaxially with the main shaft 1 so as to be relatively rotatable, and a main shaft 1. A sub shaft 3 provided in parallel to the main shaft 1, a counter shaft 4 provided in parallel to the main shaft 1, and first to sixth gear trains 11 and 14 provided between the parallel shafts 1 to 4. , 17, 21, 24, 27, and first to fifth clutches 31 to 35 provided on the parallel shafts 1 to 4, respectively. Each of the first to fifth clutches 31 to 35 is a hydraulically operated friction multi-plate clutch mechanism, and includes a plurality of outer plates provided on the outer member and a plurality of inner plates provided on the inner member. The hydraulic chamber is configured to be engaged and disengaged by supplying hydraulic oil to an oil chamber provided inside. When both plates are engaged, the outer member and the inner member rotate integrally, and when both plates are released, the outer member and the inner member can rotate relative to each other.

  The first gear train 11 includes a first drive gear 12 fixed to the secondary shaft 2, and a first driven gear 13 that meshes with the first drive gear 12 and is connected to the counter shaft 4 via a first one-way clutch 41. It consists of. The first driven gear 13 is connected to an inner member of the first clutch 31 provided on the counter shaft 4. The outer member of the first clutch 31 is fixed to the counter shaft 4. When the first clutch 31 is engaged, the first driven gear 13 rotates integrally with the counter shaft 4, and the secondary shaft 2 and the counter shaft 4. And the rotation of the secondary shaft 2 is transmitted to the counter shaft 4. When the first clutch 31 is released, the secondary shaft 2 and the countershaft 4 can be connected via the first one-way clutch 41. The first one-way clutch 41 becomes free when the rotation of the countershaft 4 exceeds the rotation speed of the first driven gear 13.

  The second gear train 14 includes a second drive gear 15 provided on the secondary shaft 2 so as to be relatively rotatable, and a second driven gear 16 that meshes with the second drive gear 15 and is fixed to the counter shaft 4. The The second drive gear 15 is connected to the inner member of the second clutch 32 provided on the secondary shaft 2. The outer member of the second clutch 32 is fixed to the secondary shaft 2, and when the second clutch 32 is engaged, the second drive gear 15 rotates integrally with the secondary shaft 2, and the secondary shaft 2 and the counter shaft 4. And the rotation of the secondary shaft 2 is transmitted to the counter shaft 4. When the second clutch 32 is released, the connection between the secondary shaft 2 and the counter shaft 4 is disconnected.

  The third gear train 17 includes a third drive gear 18 fixed to the secondary shaft 2, and a third driven gear 19 that meshes with the third drive gear 18 and is provided on the counter shaft 4 so as to be relatively rotatable. The The third driven gear 19 is connected to an inner member of the third clutch 33 provided on the counter shaft 4. The outer member of the third clutch 33 is fixed to the countershaft 4, and when the third clutch 33 is engaged, the third driven gear 19 rotates integrally with the countershaft 4, and the secondary shaft 2 and the countershaft 4 And the rotation of the secondary shaft 2 is transmitted to the counter shaft 4. When the third clutch 33 is released, the connection between the secondary shaft 2 and the counter shaft 4 is disconnected.

  The fourth gear train 21 includes a fourth drive gear 22 fixed to the main shaft 1 and a fourth driven gear 23 that meshes with the fourth drive gear 22 and is provided so as to be rotatable relative to the sub shaft 3. Become. The fourth driven gear 23 is connected to an inner member of a fourth clutch 34 provided on the sub shaft 3, and an outer member of the fourth clutch 34 is coupled to the sub shaft 3. When the fourth clutch 34 is engaged, the fourth driven gear 23 rotates integrally with the sub shaft 3, the main shaft 1 and the sub shaft 3 are connected, and the rotation of the main shaft 1 is transmitted to the sub shaft 3. The When the fourth clutch 34 is released, the connection between the main shaft 1 and the sub shaft 3 is disconnected.

  The fifth gear train 24 is provided with a fifth drive gear 25 provided so as to be rotatable relative to the subshaft 3, and a third drive gear 18 that meshes with the fifth drive gear 25 and constitutes the third gear train 17. Consists of Thus, in the automatic transmission 10, the drive element of the third gear train 17 and the driven element of the fifth gear train 24 are shared.

  The sixth gear train 27 includes a sixth drive gear 28 provided to be rotatable relative to the sub shaft 3, an idler gear 29 that meshes with the sixth drive gear 28 and is supported by the idle shaft 6, and an idler gear 29. And a second drive gear 15 that constitutes the second gear train 14. Thus, in this automatic transmission 10, the drive element of the second gear train 14 and the driven element of the sixth gear train 27 are shared.

In these gear trains, four trains of the fourth gear train 21, the first gear train 11, the second and sixth gear trains 14, 27, and the third and fifth gear trains 17, 24 are arranged upstream (engine 51 side) in order. The gear ratio r of the first to fifth gear trains _{11, 14} , ₁₇ , ₂₁ , ₂₄ (the corresponding gear train is indicated by a suffix) is expressed as r ₁₁ > r ₁₄ · r ₂₁ · r ₂₄ > r ₁₄ > r. The relation ₁₇ · r ₂₁ · r ₂₄ > r ₁₇ is satisfied.

  The first clutch 31 is provided at a position overlapping the fourth gear train 21 in the axial direction on the upstream side of the first driven gear 13 of the countershaft 4, and the fourth clutch 34 is the fourth drive gear of the secondary shaft 2. 22 is provided at a position overlapping with the final drive gear 5 in the axial direction on the upstream side of 22. The second clutch 32 is provided on the downstream side of the second gear train 14. With this clutch arrangement, the fourth gear train 21, the first gear train 11, and the second and sixth gear trains 14 and 27 can be close to each other in the axial direction. The third clutch 33 is provided on the upstream side of the third gear train 17.

  A fifth clutch 35 is provided on the main shaft 1 and the secondary shaft 2. The fifth clutch 35 has an outer member fixed to the main shaft 1 and an inner member fixed to the secondary shaft 2. When the fifth clutch 35 is engaged, the main shaft 1 and the secondary shaft 2 are connected and rotate together, and when the fifth clutch 35 is released, the connection between the main shaft 1 and the secondary shaft 2 is disconnected. Thus, the shafts 1 and 2 can be rotated relative to each other.

  The sub shaft 3 is provided with a selector 46 between the fifth drive gear 25 and the sixth drive gear 28. The fifth drive gear 25 and the sixth drive gear 28 are formed with extended shaft portions 25a and 28a extending in the direction of the selector 46, respectively. The selector 46 includes a rotating body and a dog tooth mechanism that rotate integrally with the sub shaft 3, and engages one of the extended shaft portions 25 a and 28 a with the dog tooth mechanism to rotate integrally with the sub shaft 3. Operates as follows. When the selector 46 is engaged with the extended shaft portion 25 a of the fifth drive gear 25, the fifth drive gear 25 rotates integrally with the subshaft 3, the sixth drive gear 26 is idled, and the selector 46 is rotated by the sixth drive gear 28. The sixth drive gear 28 rotates together with the subshaft 3 and the fifth drive gear 25 idles when engaged with the extended shaft portion 28a.

  The vehicle is provided with a shift lever near the driver's seat, and the operation state of the selector 46 is switched by operating the shift lever. When the shift lever is operated to the position for setting the forward range, the selector 46 is engaged with the extension shaft portion 25a of the fifth drive gear 25, and when the selector 46 is operated to the position for setting the reverse range, the selector 46 is moved to the first position. 6 is engaged with the extended shaft portion 28a of the drive gear 28.

  The automatic transmission 10 configured as described above includes a first main-secondary transmission path that directly connects the main shaft 1 and the secondary shaft 2 and a fourth gear train in order to transmit rotation from the main shaft 1 to the secondary shaft 2. 21, a second main-secondary transmission path that transmits through the sub shaft 3 and the fifth gear train 24, and a third main that transmits through the fourth gear train 21, the sub shaft 3 and the sixth gear train 27. -It has three transmission paths with a secondary transmission path. By engaging the fifth clutch 35, the first main-secondary transmission path is set, and by engaging the fourth clutch 34 and engaging the selector 46 with the fifth drive gear 25, the second main-secondary transmission path is established. A transmission path is set, and the third main-secondary transmission path is set by engaging the fourth clutch 34 and engaging the selector 46 with the sixth drive gear 28.

When power is transmitted through the first and second main-secondary transmission paths, the secondary shaft 2 rotates in the same direction. The gear ratio product r ₂₁ · r ₂₄ of the fourth and fifth gear trains ₂₁ and ₂₄ corresponds to the reduction ratio of the second main-secondary transmission path to the first main-secondary transmission path. As shown in the relationship of the gear ratio, the secondary shaft 2 is decelerated and rotated with respect to the time through the first main-secondary transmission path by the power transmission through the second main-secondary transmission path. Further, the secondary shaft 2 rotates in the opposite direction with respect to the time through the first main-secondary transmission path by the power transmission through the third main-secondary transmission path.

  Further, in this automatic transmission 10, in order to transmit rotation from the secondary shaft 4 to the counter shaft, a first secondary-counter transmission path that transmits through the first gear train 11 and a second gear train 14 are provided. There are three transmission paths: a second secondary-counter transmission path that transmits via the third gear train 17 and a third secondary-counter transmission path that transmits via the third gear train 17. When the first clutch 31 is engaged, the first secondary-counter transmission path is set, and when the second clutch 32 is engaged, the second secondary-counter transmission path is set, and the third clutch 33 Is engaged to set the third secondary-counter transmission path.

The first to third secondary-counter transmission paths shift the rotation of the secondary shaft 2 in accordance with the gear ratios r ₁₁ , r ₁₄ , r ₁₇ of the first to third gear trains ₁₁ , ₁₄ , _17. Is transmitted to the shaft 4. As shown in the relationship of the gear ratio, the first to third secondary-counter transmission paths shift at different gear ratios. Note that the third secondary-counter transmission path transmits the rotation at an increased speed (r ₁₇ <1).

As shown in FIG. 2, the fourth clutch 34 and the first clutch 31 are engaged when the selector 46 is engaged with the fifth drive gear 25 by operating the shift lever to the position for setting the forward range. Thus, the first power transmission path including the second main-secondary transmission path and the first secondary-counter transmission path is established, and the first forward speed (LOW) is set. The gear ratio of the first forward speed corresponds to r ₂₁ · r ₂₄ · r ₁₁ . Further, when the fifth clutch 35 and the first clutch 31 are engaged, the second power transmission path including the first main-secondary transmission path and the first secondary-counter transmission path is established, and the forward 2 The speed stage (2ND) is set. Speed ratio of the second forward speed is equivalent to r _11.

  Here, during acceleration when the first forward speed and the second forward speed are set, the rotation of the first driven gear 13 is transmitted to the counter shaft 4 via the first one-way clutch 41, and the first clutch Even if 31 is engaged, it can be ignored in terms of power transmission. For this reason, it is sufficient for the first clutch 31 to have a necessary torque capacity with respect to the load during deceleration when the second forward speed is set. Thereby, size reduction of the 1st clutch 31 is achieved.

Similarly, when the fourth clutch 34 and the second clutch 32 are engaged, a third power transmission path consisting of a second main-secondary transmission path and a second secondary-counter transmission path is established, and the vehicle moves forward. Third speed (3RD) is set. The gear ratio of the third forward speed corresponds to r ₂₁ · r ₂₄ · r ₁₄ . Note that when the second secondary-counter transmission path is established for transmitting power at an increased speed relative to the first secondary-counter transmission path, the first one-way clutch 41 becomes free, and the first secondary-counter transmission path becomes free. The counter transmission path is irrelevant in setting the gear position. This is the same when the third secondary-counter transmission path is established.

When the fifth clutch 35 and the second clutch 32 are engaged, a fourth power transmission path including a first main-secondary transmission path and a second secondary-counter transmission path is established, and the fourth forward speed is established. (4TH) is set. Speed ratio of the fourth forward speed is equivalent to r _14. When the fourth clutch 34 and the third clutch 33 are engaged, a fifth power transmission path including the second main-secondary transmission path and the third secondary-counter transmission path is established, and the fifth forward speed is established. (5TH) is set. The gear ratio of the fifth forward speed corresponds to r ₂₁ · r ₂₄ · r ₁₇ . When the fifth clutch 35 and the third clutch 33 are engaged, a sixth power transmission path including a first main-secondary transmission path and a third secondary-counter transmission path is established, and the sixth forward speed is established. (6TH) is set. The gear ratio of the sixth forward speed is equivalent to r _17.

  When the shift lever is operated to a position for setting the reverse range and the selector 46 is engaged with the sixth drive gear 28, the fourth main clutch 34 and the second clutch 32 are engaged, whereby the third main A seventh power transmission path consisting of a secondary transmission path and a second secondary-counter transmission path is established and a reverse speed (RVS) is set.

  Thus, the final drive gear 5 is fixed to the countershaft 4 to which the rotation is transmitted through each power transmission path, and the final drive gear 5 meshes with the final driven gear 61a of the differential mechanism 61, Left and right drive wheels 63 and 63 are connected to the differential mechanism 61 via left and right accelerator shafts 62 and 62. The rotation transmitted to the countershaft 4 is transmitted to the drive wheels 63 and 63 via the differential mechanism 61 having the final drive gear 5 and the final driven gear 61a and the accelerator shafts 62 and 62, thereby causing the vehicle to travel.

  In the drive device 100 including the automatic transmission 10 configured as described above, the first electric motor 52 is connected to the output shaft 55 of the engine 51, and the driving force of the first electric motor 52 is provided. Is transmitted to the main shaft 1 via the torque converter 56. The second electric motor 53 is provided on the outer peripheral surface of the outer member of the fifth clutch 35 constituting the automatic transmission 10, and the driving force of the second electric motor 53 is transmitted to the secondary shaft 2. Has been.

  As shown in FIG. 3, the drive device 100 includes a control device 70. The control device 70 is a microcomputer including an arithmetic processing device 70a provided with a timer, a storage device 70b, an input / output interface, and the like. An input signal from a sensor provided in each part of the vehicle and a control stored in the storage device 70b. Based on the schedule, the fuel supply device 51a and intake / exhaust device 51b of the engine 51, the first and second electric motors 52 and 53, and the hydraulic device 30 that controls the engagement / disengagement state of the first to fifth clutches 31 to 35 are operated. By outputting a control signal, drive source operation control and shift control are performed. As sensors for outputting an input signal to the control device 70, an engine rotation speed sensor 71 for detecting the engine rotation speed, an intake pressure sensor 72 for detecting the engine intake pressure, a vehicle speed sensor 73 for detecting the vehicle speed, and an accelerator pedal depression operation amount are used. There are an accelerator pedal sensor 74 for detecting, a brake pedal sensor 75 for detecting the depression amount of the brake pedal, a shift position sensor 76 for detecting the operation position of the shift lever, a battery sensor 77 for detecting the charged amount of the battery, and the like.

  The drive device 100 operates the drive source 50 appropriately for improving the fuel consumption performance according to the vehicle state, the traveling state, and the driver's steering intention by the drive source operation control and the shift control performed by the control device 70. And an appropriate gear position is set in the automatic transmission 10.

  Hereinafter, the operation during driving of the drive device 100 provided with such a control device will be briefly described together with the control contents of the control device. When it is determined that the vehicle is idling stopped based on input signals from the vehicle speed sensor 73, the accelerator pedal sensor 74, and the like, the operation of the drive source 50 is stopped. When it is determined that there is a request to start the vehicle from the state where the operation of the drive source 50 is stopped in this way, the first electric motor 51 provided on the output shaft 55 of the engine 51 is caused to function as a starter, and the engine 51 The control for starting is performed.

  Thereafter, one of a plurality of modes set in advance as a control schedule is selected based on input signals from the vehicle speed sensor 73, the accelerator pedal sensor 74, the brake pedal sensor 75, and the like.

  For example, the control device 70 is configured to perform drive source operation control in which the engine 51 and the first electric motor 52 are stopped and the vehicle is driven only by the driving force from the second electric motor 53. At this time, the fourth and fifth clutches 34 and 35 are released, and the first to third main-secondary transmission paths are all neutral with respect to the counter shaft 4. When the second electric motor 53 is driven, the outer member of the fifth clutch 35 is rotationally driven, and the secondary shaft 2 is rotationally driven.

  In this mode, engagement control of the second and third clutches 32 and 33 is further performed based on input signals from the vehicle speed sensor 73 and the accelerator pedal sensor 74. As shown in FIG. 2, when the second and third clutches 32 and 33 are not engaged, the first driven gear 13 and the counter shaft 4 are connected by the first one-way clutch 41 to transmit the first secondary-counter transmission. The route is established, and EV forward first speed (EVLOW) is set. Thus, in this configuration example, the EV forward first speed can be set while the first to fifth clutches 31 to 35 are released. When the second clutch 32 is engaged, the second secondary-counter transmission path is set, and the EV second forward speed (EV2ND) is set. When the third clutch 33 is engaged, the third secondary-counter transmission path is set, and the EV forward third speed (EV3RD) is set. The rotation of the secondary shaft 2 driven by the driving force of the second electric motor 53 is shifted according to the set transmission ratio of the transmission path and transmitted to the counter shaft 4 to advance the vehicle. When the EV second forward speed and the EV forward third speed are set, the first one-way clutch 41 is free, and the power transmission via the first speed gear train 11 is irrelevant in setting the gear position.

  In addition, the control device 70 is configured to be able to perform drive source operation control that stops the first and second electric motors 52 and 53 and causes the vehicle to travel only with the driving force from the engine 51. At this time, the target shift speed is determined based on the control schedule stored in the storage device 70b, and the engagement / disengagement state of the first to fifth clutches 31 to 35 is controlled to determine which of the first to sixth power transmission paths. Shift control is performed so that the target shift speed is set by establishing the above.

  Further, when the control device 70 determines that there is a large acceleration request, such as when the amount of operation of the accelerator pedal suddenly increases in the state where the vehicle is traveling only with the driving force from the engine 51 as described above, Further, it is possible to perform drive source operation control that drives at least one of the first and second electric motors 52 and 53 and assists the driving force of the engine 51 by the driving force from the driven motor. It is configured.

  Further, the control device 70 determines that there is no acceleration request based on the input signal from the accelerator pedal sensor 74, or determines that there is a braking request based on the input signal from the brake pedal sensor 75. Any one of the first to third clutches 31 to 33 is engaged during the deceleration traveling. As a result, the rotation from the drive wheels 63 and 63 is transmitted to the secondary shaft 2 based on the established gear ratio of the secondary-counter transmission path, and control is performed so that the second electric motor 53 functions as a generator. At this time, when the fourth and fifth clutches 34 and 35 are released, the secondary shaft 2 becomes neutral with respect to the main shaft 1, and the second electric motor 52 can function alone as a generator. When the fourth or fifth clutch 34, 35 is engaged, the rotation of the secondary shaft 2 is transmitted to the main shaft 1 via the first or second main-secondary transmission path. Thereby, while being able to act an engine brake, both the 1st electric motors 52 can be functioned as a generator. In this manner, the first or second electric motor 52, 53 functions as a generator, so that the battery can be charged.

  When the second electric motor 53 is used as a single drive source, the third and fifth clutches 34 and 35 are released, and the driving force from the engine 51 is not transmitted to the counter shaft 4. At this time, when it is determined based on the input signal from the battery sensor 77 that the storage amount of the battery is below a predetermined amount, the engine 51 is operated and the first electric motor 52 is generated using the driving force of the engine 51. It can function as a machine and charge the battery. At this time, the intake amount (intake air pressure) into the combustion chamber is controlled for the engine 51 by controlling the operation of a throttle valve that can be electrically adjusted regardless of the depression amount of the accelerator pedal. It is preferable to perform control for adjusting the engine speed and the driving force from the engine. By this control, the engine 51 and the first electric motor 52 can be appropriately operated to stably charge the battery, and the vehicle running using only the second electric motor 53 as a single drive source can be stabilized. Can be continued.

  As described above, according to the driving apparatus 100 of the present embodiment, the automatic transmission 10 that shifts the driving force from the engine 51 and transmits the driving force to the driving wheels includes the main shaft 1, the secondary shaft 2, and the counter shaft 4. It has two transmission paths for transmitting rotation from the main shaft 1 to the secondary shaft 2, and has three transmission paths for transmitting rotation from the secondary shaft 2 to the counter shaft 4. And these transmission paths are all connectable by first to fifth clutches 31-35. In particular, the connection between the main shaft 1 and the secondary shaft 2 can be freely connected and disconnected by the fourth and fifth clutches 34 and 35. The three transmission paths for transmitting the rotation from the secondary shaft 2 to the countershaft 4 have different speed ratios. In the drive device 100 provided with such an automatic transmission 10, the first electric motor 51 constituting the hybrid drive source 50 is connected to the output shaft 55 of the engine 51 so as to be rotatable integrally with the main shaft 1. Thus, the second electric motor 53 can rotate integrally with the secondary shaft 4.

  Therefore, as described above, the engine 51 is stopped and the vehicle can be driven only by the driving force from the second electric motor 53. At this time, the driving force from the second electric motor 53 is transmitted to the counter shaft 4 via any one of the first to third secondary-counter transmission paths, and is shifted in three stages. It can be transmitted to the drive wheels 63, 63. Thereby, when the vehicle travels only with the driving force from the second electric motor 52, the engagement / disengagement state of the first to third clutches 31 to 33 is controlled without complicating the output control of the second electric motor 53. By simply doing this, it is possible to select an appropriate shift speed from the first EV forward speed to the third EV forward speed, and it is possible to perform complicated travel control suitable for the travel state.

  Further, in such a driving apparatus 100, by providing the second electric motor 53 in the power transmission path from the engine 51 to the driving wheel, the first and first transmission paths connected to the final driven gear 61a are not provided exclusively. 2 The driving force from the electric motors 52 and 53 can be transmitted to the driving wheels 63 and 63. Thereby, since the number of parts can be reduced and the drive apparatus 100 can be comprised compared with the conventional drive apparatus 100, size reduction and weight reduction and cost reduction are achieved.

  The second electric motor 53 is provided on the outer peripheral surface of the outer member of the friction multi-plate clutch that hydraulically operates. By arranging the motor in this way, the second electric motor 53 can be attached without increasing the size of the original automatic transmission 10 in the axial direction, and an increase in the overall size of the drive device is avoided. .

  The driven element of the fifth gear train 24 and the drive element of the third gear train 17 are shared, and the driven element of the sixth gear train 27 and the drive element of the second gear train 14 are shared. As a result, when a drive device capable of setting a large number of gear positions is configured, a significant increase in the number of parts can be avoided, and such a drive device can be reduced in size and weight.

  FIG. 4 shows a skeleton diagram of the driving device 110 in the second embodiment. Except for the addition of the second one-way clutch 42 and the third one-way clutch 43, the configuration is the same as that of the driving device 100 in the first embodiment, and the same members are denoted by the same reference numerals.

  The first drive gear 12 coupled to the secondary shaft 2 is connected to the main shaft 1 via the second one-way clutch 42. In the first configuration example, the outer member of the fourth connecting / disconnecting means 34 is connected to the sub shaft 3 via the third one-way clutch 43, while being connected to the sub shaft 3. The second one-way clutch 42 becomes free when the rotational speed of the main shaft 1 becomes faster than that of the first drive gear 12. The third one-way clutch 43 becomes free when the rotation speed of the sub shaft 3 becomes faster than that of the fourth driven gear 23. The reduction gear ratio of the fifth gear train is set larger than the reduction gear ratio of the fourth gear train.

  With this configuration, the fifth clutch 35 is engaged when shifting from the first forward speed to the second forward speed, from the third forward speed to the fourth forward speed, and from the fifth forward speed to the sixth forward speed. When the release timing of the fourth clutch 34 is delayed compared to the timing and the fourth clutch 34 and the fifth clutch are both engaged, the sub shaft 3 is connected to the main shaft via the fifth gear train 24. 1 is accelerated and transmitted, and the rotation of the main shaft 1 is transmitted to the outer member of the fourth clutch 34 via the fourth gear train 21, so that the third one-way clutch 43 becomes free. Therefore, the engagement state of the fourth clutch 34 is irrelevant in setting the above-described shift speed. For this reason, it is not necessary to set a severe timing for clutch change at the time of shifting. Furthermore, the number of clutches that can be engaged / disengaged at the time of shifting can be reduced by keeping the fourth clutch 34 always engaged.

  Since the third one-way clutch 43 is added and becomes free so that the engine brake cannot be obtained. By adding the second one-way clutch 42, the engine rotation is at least at the first drive gear. 12 so that the rotational speed is the same as that of No. 12. Thereby, it is possible to achieve a configuration in which the engine brake acts at the second forward speed or the like.

  The embodiments of the present invention have been described so far, but the hybrid vehicle drive device according to the present invention is not limited to the above-described configuration, and can be changed as appropriate. For example, the first to third clutches 31 to 33 may be provided so that the first to third gear trains 11, 14, and 17 can be engaged and disengaged with respect to the secondary shaft or the counter shaft. At the same time, the fourth clutch 34 may be provided so as to be able to connect and disconnect the second main-secondary transmission path. Further, the arrangement of the gear train is not limited to that shown in the figure, and can be changed as appropriate. Further, the drive element sharing the driven element of the fifth gear train 24 is not limited to the third gear train 17, and the drive element sharing the driven element of the sixth gear train 27 is not limited to the second gear train 14.

  Further, the third one-way clutch 43 can connect and disconnect the second main-secondary transmission path based on the rotational speed of the sub shaft 3 and the rotational speed of the fourth gear train 21 or the fifth gear train 24 at least during forward travel. As long as it is arranged at any location, it may be configured to be interposed between the fifth drive gear 25 and the extending portion 25a. If it is provided at this location, power transmission is irrelevant when the reverse gear is set. It can be attached with a simpler structure than installing.

In addition, the power transmission via the sub shaft 3 is configured to reduce the speed ratio corresponding to one stage to perform the power transmission, but the power transmission is performed by reducing the speed ratio corresponding to the third stage. You may comprise so that it may be performed. That is, the gear ratio r of the first to fifth gear trains _{11, 14} , ₁₇ , _21, and ₂₄ is changed so as to satisfy the relationship of r ₁₇ · r ₂₁ · r ₂₄ > r ₁₁ > r ₁₄ > r _17. Also good. At this time, the second main-secondary transmission path and the first secondary-counter transmission path constitute a power transmission path for setting the first forward speed, and the second main-secondary transmission path and the second secondary- A power transmission path for setting the second forward speed is configured by the counter transmission path, and a power transmission path for setting the third forward speed is configured by the second main-secondary transmission path and the third secondary-counter transmission path. The first main-secondary transmission path and the first secondary-counter transmission path constitute a power transmission path for setting the fourth forward speed, and the first main-secondary transmission path and the second secondary-counter A power transmission path for setting the fifth forward speed is configured by the transmission path, and the first main-secondary transmission path and the third secondary-cow Power transmission path to set the sixth forward speed by the motor pathway is formed.

Further, the rotation of the main shaft 1 may be accelerated and transmitted to the secondary shaft 2 through the second main-secondary transmission path. For example, the first to fifth gear trains 11, 14, 17 may be configured. , ₂₁ and ₂₄ may be changed so as to satisfy the relationship r ₁₁ > r ₁₄ > r ₁₇ > r ₁₇ · r ₂₁ · r ₂₄ . At this time, the first main-secondary transmission path and the first secondary-counter transmission path constitute a power transmission path for setting the first forward speed, and the first main-secondary transmission path and the second secondary- A power transmission path for setting the second forward speed is configured by the counter transmission path, and a power transmission path for setting the third forward speed is configured by the first main-secondary transmission path and the third secondary-counter transmission path. The second main-secondary transmission path and the first secondary-counter transmission path constitute a power transmission path for setting the fourth forward speed, and the second main-secondary transmission path and the second secondary-counter A power transmission path for setting the fifth forward speed is configured by the transmission path, and the second main-secondary transmission path and the third secondary-cow Power transmission path to set the sixth forward speed by the motor pathway is formed. With this setting, it is necessary to increase the gear ratio of the first to third gear trains, and a large driving force can be transmitted from the second electric motor 53 to the wheels. Therefore, the usage efficiency of the second electric motor 53 can be increased.

  Further, although three secondary-counter transmission paths are provided so that six forward speeds can be set, the present invention is not necessarily limited to this, and can be changed as appropriate according to the characteristics of the vehicle to be mounted. For example, by adding one gear train, four secondary-counter transmission paths may be provided so that seven forward speeds or eight speeds can be set. At this time, when the vehicle is driven only by the driving force of the second electric motor 52, four forward speeds can be set. Further, by reducing the gear train by one, two secondary-counter transmission paths may be provided so that three or four forward speeds can be set. At this time, when the vehicle is driven only by the driving force of the second electric motor 52, two forward speeds can be set.

1 is a skeleton diagram showing a first embodiment of a drive device for a hybrid vehicle according to the present invention. It is a table | surface which shows the relationship between the gear stage which can set the automatic transmission of the said drive device, and the engagement / disengagement state of each clutch at the time of each gear stage setting. It is a block diagram which shows the structure of a control apparatus. It is a skeleton figure which shows the structure of the drive device of 2nd Example.

Explanation of symbols

1 Main shaft 2 Secondary shaft 3 Sub shaft 4 Counter shaft 10 Automatic transmission (transmission)
11 First gear train (secondary-counter transmission path)
14 Second gear train (secondary-counter transmission path)
17 Third gear train (secondary-counter transmission path)
21 4th gear train (main-sub transmission path)
24 fifth gear train (sub-secondary transmission path)
31 1st clutch (2nd connection / disconnection means)
32 Second clutch (second connecting / disconnecting means)
33 3rd clutch (2nd connection / disconnection means)
34 Fourth clutch (third connecting / disconnecting means)
35 fifth clutch (first connecting / disconnecting means)
50 drive source 51 engine 52 first electric motor 53 second electric motor 55 output shaft 70 control device 100 drive device

Claims (3)

In a hybrid vehicle drive device comprising a drive source composed of an engine and two electric motors, and a transmission that selectively sets a plurality of transmission paths for transmitting the power of the drive source and drive wheels,
The transmission is provided with a main shaft connected to the output shaft of the engine, a secondary shaft provided coaxially with the main shaft so as to be rotatable relative to the main shaft, and parallel to the main shaft. A counter shaft coupled to the first shaft, first connection / disconnection means for connecting / disconnecting the main shaft and the counter shaft, and a plurality of secondary shafts that transmit the rotation of the secondary shaft to the counter shaft by shifting the rotation of the secondary shaft at different gear ratios. A plurality of second connecting / disconnecting means for connecting / disconnecting the secondary shaft and the counter shaft by the secondary-counter transmitting path provided corresponding to each of the plurality of secondary-counter transmitting paths; And configured with
The hybrid electric vehicle drive device, wherein the first electric motor is provided so as to be rotatable integrally with the main shaft, and the second electric motor is provided so as to be rotatable integrally with the secondary shaft. The first connecting / disconnecting means comprises a clutch mechanism in which an outer member is fixed to the secondary shaft, an inner member is fixed to the main shaft, and the outer member and the inner member are configured to be detachable,
2. The drive device for a hybrid vehicle according to claim 1, wherein the second electric motor is attached to an outer peripheral side of the outer member of the first connecting / disconnecting unit. The transmission includes a sub shaft provided in parallel to the main shaft, a main-sub transmission path for transmitting rotation of the main shaft to the sub shaft, and transmitting rotation of the sub shaft to the secondary shaft. And a third connection / disconnection means for connecting / disconnecting the main shaft and the secondary shaft by the main-sub transmission path, the sub-shaft and the sub-secondary transmission path. ,
The rotation of the main shaft is shifted and transmitted to the secondary shaft through the main-sub transmission path, the sub-shaft, and the sub-main transmission path. Hybrid vehicle drive device.

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