JP2007261348A - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
JP2007261348A
JP2007261348A JP2006086996A JP2006086996A JP2007261348A JP 2007261348 A JP2007261348 A JP 2007261348A JP 2006086996 A JP2006086996 A JP 2006086996A JP 2006086996 A JP2006086996 A JP 2006086996A JP 2007261348 A JP2007261348 A JP 2007261348A
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Japan
Prior art keywords
driving force
engine
electric motor
motor
mg
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Pending
Application number
JP2006086996A
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Japanese (ja)
Inventor
Atsushi Masuda
Junji Urano
Toshiyuki Yumoto
淳 枡田
純司 浦野
俊行 湯本
Original Assignee
Honda Motor Co Ltd
本田技研工業株式会社
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Application filed by Honda Motor Co Ltd, 本田技研工業株式会社 filed Critical Honda Motor Co Ltd
Priority to JP2006086996A priority Critical patent/JP2007261348A/en
Publication of JP2007261348A publication Critical patent/JP2007261348A/en
Pending legal-status Critical Current

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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a loss of driving force due to dragging of an electric motor, a transmission or an engine, in a hybrid vehicle equipped with the engine and the electric motor as a driving source for traveling. <P>SOLUTION: When traveling by transmitting the driving force of the engine E from a main shaft 17 to wheels W through a belt type continuously variable transmission 24 and a counter shaft 23, an one-way clutch prevents the driving force from being reversely transmitted from the counter shaft 28 to a motor generator MG through a drive transmitting means 45, thereby prevent the loss of the driving force due to dragging of the motor generator MG. When traveling by transmitting the driving force of the motor generator to the wheels W through the drive transmitting means 45, the one-way clutch 38 is engaged so as not to obstruct traveling. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including an engine that generates a driving force for driving a vehicle and an electric motor.

A first driving force transmission path for transmitting the driving force of the engine to the driving wheels via the belt type continuously variable transmission , and a reduction gear having a fixed damping ratio for the driving force of the motor / generator arranged coaxially with the crankshaft of the engine A second driving force transmission path that transmits to the driving wheels via the vehicle, and driving the driving wheels via the first driving force transmission path with the driving force of the engine when the vehicle is traveling at a medium or high speed. A hybrid vehicle that drives driving wheels through the second driving force transmission path with a driving force of a motor / generator during low-speed traveling is known from Patent Document 1 below.
JP-A-2005-59788

  By the way, in the above-mentioned conventional one, since the motor / generator and the wheel are always connected via the second driving force transmission path, the driving force is transmitted to the motor / motor via the second driving force transmission path. There is a problem that the motor / generator is dragged by the driving force of the engine and the motor / generator is dragged, resulting in a loss of driving force.

  The present invention has been made in view of the above circumstances, and in a hybrid vehicle including an engine and an electric motor as a driving source for traveling, it is possible to prevent loss of driving force due to drag of the electric motor, transmission, or engine. Objective.

To achieve the above object, according to the first aspect of the present invention, an engine having a crankshaft, a main shaft coaxially coupled to the crankshaft, and a parallel arrangement with respect to the main shaft are provided. A transmission having a countershaft; an electric motor disposed so as to surround the outer periphery of the main shaft at a position sandwiched between the engine and the transmission; and a driving force of the engine from the transmission via a reduction gear. And a first driving force transmission path for transmitting the driving force of the electric motor from the driving force transmission means to the wheel via the reduction gear, and the first driving force transmission path in any hybrid vehicle can travel in one or both of the driving force transmission path and the second driving force transmission path, the first driving force transmission via Of the driving force of the engine during a period from the transmission to said reduction gear comprises a first one-way clutch capable of transmitting to the wheels, the driving force transmitting means of said second driving force transmission path of the electric motor A hybrid vehicle comprising a second one-way clutch capable of transmitting driving force to the wheels. Is proposed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the driving force transmitting means includes a connection / disconnection clutch arranged in parallel with the second one-way clutch. A hybrid vehicle is proposed.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the electric motor is driven in a state where the connection / disconnection clutch is disengaged when the vehicle starts. Is proposed.

  According to a fourth aspect of the invention, in addition to the configuration of the second or third aspect, the electric motor is regeneratively braked with the connecting / disconnecting clutch engaged when the vehicle is decelerated. A hybrid vehicle is proposed.

According to the invention described in claim 5, in addition to the configuration of any one of claims 2 to 4, the electric motor is driven in a state in which the connection / disconnection clutch is engaged when the vehicle moves backward. hybrid vehicle, characterized in that it is proposed.

Incidentally, in response to a transmission in the form of a belt type continuously variable transmission 2 4 invention embodiment, the second hydraulic multi-plate clutch 38 of the implementation of embodiments corresponds to the disengaging clutch of the present invention, the embodiment The first reduction gear 39 corresponds to the reduction gear of the present invention, and the motor / generator MG of the embodiment corresponds to the electric motor of the present invention.

According to the configuration of the first aspect, the driving force is transmitted when the driving force of the engine is transmitted from the main shaft to the wheels via the first driving force transmission path passing through the transmission , the counter shaft, and the reduction gear. Is prevented from being reversely transmitted to the electric motor through the second driving force transmission path, that is, the reduction gear via the counter shaft and the driving force transmitting means, by the slip of the second one-way clutch. Loss can be prevented. When traveling by transmitting the driving force of the electric motor to the wheels via the second driving force transmission path , the second one-way clutch is engaged so as not to hinder the traveling.

In addition, when the driving force of the electric motor is transmitted to the wheels via the second driving force transmission path to start or run, the driving force is transmitted to the transmission or the engine via the first driving force transmission path. Reverse transmission is prevented by slipping of the first one-way clutch, and loss of driving force due to dragging of the transmission and the engine can be prevented. When traveling by transmitting the driving force of the engine to the wheels via the first driving force transmission path, the first one-way clutch is engaged so that the traveling is not hindered. Therefore, it is possible to reliably prevent dragging of the electric motor, the transmission, and the engine in both cases of traveling by the engine and traveling by the electric motor.

In addition, the first and second one-way clutches are smaller than a connection / disconnection clutch that operates by hydraulic pressure, and a hydraulic pressure source is not required, so that the cost can be reduced.

According to the second aspect of the present invention, since the connecting / disconnecting clutch is arranged in parallel with the second one-way clutch in the driving force transmitting means for transmitting the driving force of the electric motor to the wheels, the second one-way clutch slips. The driving force can be transmitted by engaging the connecting / disconnecting clutch.

  According to the third aspect of the present invention, since the electric motor is driven and the vehicle is started with the engagement / disengagement clutch disengaged, the vehicle is made smooth by taking advantage of the characteristics of the electric motor that generates high torque at low speed. Can be started.

According to the fourth aspect of the present invention, since the connection / disconnection clutch is engaged when the vehicle is decelerated, even if the second one-way clutch slips, the driving force of the wheels is transmitted to the electric motor via the engagement / disconnection clutch. Reversing transmission can be performed without hindrance.

According to the fifth aspect of the present invention, the connection / disconnection clutch is engaged when the vehicle moves backward, so that even if the second one-way clutch slips, the driving force of the electric motor is applied to the wheels via the engagement / disconnection clutch. The vehicle can be started by transmission, and it is possible to reverse by simply rotating the electric motor in reverse without requiring a reverse mechanism .

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 to 6 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a driving force transmission path of a hybrid vehicle. FIG. 2 is a view taken along line 2-2 in FIG. FIG. 4 is a diagram for explaining the action at the time of running by the engine, FIG. 4 is a figure for explaining the action at the time of running by the engine, FIG. 5 is a diagram for explaining the action at the time of reverse drive by the motor / generator, and FIG. It is a figure explaining the effect | action at the time of the regenerative braking by.

  As shown in FIG. 1, the hybrid vehicle includes an engine E and a motor / generator MG that drive the left and right wheels W, W, and further includes a starter motor SM that is also used as a motor for an air conditioner. The starter motor SM is connected to the crankshaft 11 of the engine E through a drive gear 12 and a driven gear 13, and can crank the crankshaft 11 and start the engine E. The crankshaft 11 of the engine E is connected to the main shaft 17 via a damper 14 with a flywheel. A hollow drive pulley shaft 15 is fitted to the outer periphery of the end of the main shaft 17 away from the engine E so as to be relatively rotatable. A first hydraulic multi-plate clutch 16 is interposed between the main shaft 17 and the drive pulley shaft 15. Be placed.

  A motor / generator MG is coaxially disposed on the outer periphery of the main shaft 17. The motor / generator MG includes an annular stator 19 fixed to the casing 18 and a rotor 20 rotatably disposed on the inner periphery of the stator 19. The rotor 20 is relatively rotatable on the outer periphery of the main shaft 17. It is fixed to the hollow motor output shaft 21 to be fitted. Since the motor / generator MG is disposed so as to surround the outer periphery of the main shaft 17, the overall size of the power unit can be reduced as compared with the case where the motor / generator MG is disposed outside the main shaft 17.

  A belt type continuously variable transmission 24 is disposed between the main shaft 17 and a counter shaft 23 disposed in parallel thereto. The belt-type continuously variable transmission 24 includes a driving pulley 27 including a stationary pulley half 25 and a movable pulley half 26 supported by a driving pulley shaft 15 fitted to the outer periphery of the main shaft 17, and a counter shaft 23. A driven pulley 30 including a supported stationary pulley half 28 and a movable pulley half 29, and a driving pulley 27 and a metal belt 31 wound around the driven pulley 30 are provided. The driven pulley 30 is supported on the counter shaft 23 via the first one-way clutch 32. The first one-way clutch 32 is engaged when a driving force is transmitted from the main shaft 17 side to the counter shaft 23 side when the vehicle travels forward, and slips when the driving force is transmitted in the opposite direction.

  When the movable pulley half 26 of the drive pulley 27 is separated from the fixed pulley half 25 and the movable pulley half 29 of the driven pulley 30 is brought close to the fixed pulley half 28, the belt-type continuously variable transmission 24. The gear ratio is steplessly changed to the LOW side. Conversely, the movable pulley half 26 of the drive pulley 27 is brought close to the fixed pulley half 25, and the movable pulley half 29 of the driven pulley 30 is moved to the fixed pulley half. When separated from the body 28, the transmission ratio of the belt type continuously variable transmission 24 changes continuously to the TOP side.

  In the drive pulley 27, the movable pulley half 26 is disposed on the engine E side and the fixed pulley half 25 is disposed on the anti-engine E side, while the driven pulley 30 is disposed on the movable pulley half 29. Is disposed on the anti-engine E side, and the stationary pulley half 28 is disposed on the engine E side. That is, the movable pulley halves 26 and 29 and the fixed pulley halves 25 and 28 are arranged at diagonal positions.

  The first motor gear 34 provided on the motor output shaft 21 of the motor / generator MG meshes with the second motor gear 36 provided on the idler shaft 35, and this second motor gear 36 meshes with the third motor gear 37 provided on the counter shaft 23. . The third motor gear 37 is supported on the counter shaft via the second one-way clutch 33 and the second hydraulic multi-plate clutch 38. The second one-way clutch 33 is engaged when the driving force is transmitted from the motor output shaft 21 side to the counter shaft 23 side, and slips when the driving force is transmitted in the opposite direction.

  A first reduction gear 39 provided on the counter shaft 23 meshes with a second reduction gear 41 provided on the secondary shaft 40, and a final drive gear 42 provided on the secondary shaft 40 meshes with a final driven gear 44 provided on the differential gear 43. . The differential gear 43 is connected to wheels W and W via axles 46 and 46.

  A driving force transmission path from the motor output shaft 21 to the counter shaft 23, that is, the first motor gear 34, the second motor gear 36, the third motor gear 37, and the second one-way clutch 33 (or the second hydraulic multi-plate clutch 38) transmits the driving force. The means 45 is constituted.

  As shown in FIG. 2, the counter shaft 23 is disposed rearward and upward with respect to the main shaft 17, the secondary shaft 40 is disposed rearward and lower with respect to the counter shaft 23, and the axles 46 and 46 are disposed with respect to the secondary shaft 40. It is arranged below. The idler shaft 35 is disposed above the main shaft 17 and below the counter shaft 23.

  Next, the operation of the first embodiment of the present invention having the above configuration will be described.

  When the vehicle starts, the driving force of the motor / generator MG that can obtain a high torque at a low speed is used. That is, as shown in FIG. 3, when the motor / generator MG is driven, the rotation of the motor output shaft 21 causes the first to third motor gears 34, 36, and 37, the second one-way clutch 33, the counter shaft 23, the first and second motors. It is transmitted to the wheels W and W through the reduction gears 39 and 41, the final drive gear 42, the final driven gear 44, the differential gear 43 and the axles 46 and 46, and the driving force of the motor / generator MG that obtains high torque at low speed The vehicle can start smoothly or run at a low speed. At this time, since the first one-way clutch 32 slips, the belt-type continuously variable transmission 24 and the engine E are not dragged by the driving force of the motor / generator MG.

As shown in FIG. 4, when the engine E is driven with the first hydraulic multi-plate clutch 16 engaged and the main shaft 17 and the drive pulley shaft 15 coupled, the rotation of the crankshaft 11 of the engine E is accompanied by a flywheel. dampers 14, the main shaft 17, the first hydraulic multi-plate clutch 16, the drive pulley shaft 15, the belt-type continuously variable transmission 2 4, the first one-way clutch 32, the counter shaft 23, first, second reduction gear 39, 41, It is transmitted to the wheels W, W via the final drive gear 42, the final driven gear 44, the differential gear 43, and the axles 46, 46.

  At that time, the fuel consumption of the engine E can be reduced by controlling the gear ratio of the belt-type continuously variable transmission 24 according to the load and the rotational speed of the engine E. Moreover, since the second hydraulic multi-plate clutch 38 is disengaged and the second one-way clutch 33 slips, the driving force of the engine E is reversely transmitted to the motor / generator MG via the driving force transmitting means 45. Thus, loss of driving force due to dragging of the driving force transmission means 45 and the motor / generator MG can be prevented.

  As shown in FIG. 5, when the motor / generator MG is driven in reverse while the second hydraulic multi-plate clutch 38 is engaged and the third motor gear 37 is coupled to the counter shaft 23, the rotation of the motor output shaft 21 is the first. To third motor gears 34, 36, 37, second hydraulic multi-plate clutch 38, counter shaft 23, first and second reduction gears 39, 41, final drive gear 42, final driven gear 44, differential gear 43 and axles 46, 46 Thus, the vehicle can be smoothly driven backward by the driving force of the motor / generator MG, which is transmitted to the wheels W and W, and does not require a reverse clutch or a reverse gear and can obtain a high torque at a low speed.

  At this time, the second one-way clutch 33 slips, but the driving force of the motor / generator MG can be transmitted to the wheels W and W without any trouble by engaging the second hydraulic multi-plate clutch 38. However, since the first one-way clutch 32 is engaged, the driving force of the motor / generator MG is reversely transmitted to the belt-type continuously variable transmission 24 to cause slight dragging, but the first hydraulic multi-plate clutch 16 is Since the engagement is released, the engine E is not dragged.

  As shown in FIG. 6, when the second hydraulic multi-plate clutch 38 is engaged and the third motor gear 37 is coupled to the countershaft 23 during deceleration of the vehicle, the driving forces of the wheels W and W are changed to the axles 46 and 46, the differential gears. 43, final driven gear 44, final drive gear 42, second and first reduction gears 41 and 39, counter shaft 23, second hydraulic multi-plate clutch 38, third motor gear 37, second motor gear 36, first motor gear 34 and motor It is reversely transmitted to the motor / generator MG via the output shaft 21 and regenerative braking of the motor / generator MG makes it possible to efficiently recover the kinetic energy of the vehicle body as electric energy.

  At this time, the second one-way clutch 33 slips, but the driving force of the wheels W and W can be transmitted to the motor / generator MG without any trouble by engaging the second hydraulic multi-plate clutch 38. Further, since the first one-way clutch 32 slips, the driving force of the wheels W, W is not transmitted back to the belt-type continuously variable transmission 24 and the engine E, and the belt-type continuously variable transmission 24 and the engine E Energy loss due to drag is avoided.

  Further, the engine E can be started by driving the sub motor SM and cranking the engine E via the drive gear 12 and the driven gear 13 during traveling by the motor / generator MG or during regenerative braking. At this time, by disengaging the first hydraulic multi-plate clutch 16, it is possible to prevent generation of unpleasant vibration and noise accompanying the start of the engine E.

  As described above, since the second one-way clutch 33 is provided in the driving force transmission means 45 that connects the motor / generator MG to the countershaft 23, the driving force of the motor / generator MG can be applied to the wheels W and W when starting or running at a low speed. , W can be transmitted without hindrance, and the driving force transmitting means 45 and the motor / generator MG can be prevented from being dragged by the driving force of the engine E during traveling by the engine E to prevent loss of driving force due to friction. it can. In addition, the second one-way clutch 33 is simpler in structure and smaller in size than the hydraulic multi-plate clutch, and does not require a driving force for generating hydraulic pressure, thereby improving fuel efficiency.

  During reverse travel by the motor / generator MG or during regenerative braking, the second one-way clutch 33 slips and does not transmit the driving force. At that time, the second hydraulic multi-plate clutch arranged in parallel with the second one-way clutch 33 is used. By engaging 38, the driving force can be transmitted without any trouble in place of the second one-way clutch 33.

  Further, since the first one-way clutch 32 is provided between the driven pulley 30 and the counter shaft 23 of the belt type continuously variable transmission 24, the driving force of the engine E is transmitted to the wheels W and W when the engine E travels. It is possible to prevent the belt-type continuously variable transmission 24 and the engine E from being dragged by the driving force of the motor / generator MG during traveling by the motor / generator MG. In this case as well, the first one-way clutch 32 is simpler in structure and smaller in size than the hydraulic multi-plate clutch, and does not require a hydraulic pressure source, so the cost is low. If the second hydraulic multi-plate clutch 38 is engaged during traveling by the engine E, the motor / generator MG can function as a generator with the driving force of the engine E.

  7 and 8 show a second embodiment of the present invention. FIG. 7 is a skeleton diagram of the driving force transmission path of the hybrid vehicle, and FIG. 8 is a view taken along line 8-8 in FIG.

  In the first embodiment, the hydraulic pressure source that generates the hydraulic pressure for engaging the second hydraulic multi-plate clutch 38 is constituted by an electric oil pump (not shown). In the second embodiment, the driving force of the engine E is used. Alternatively, a mechanical oil pump 51 that operates with the driving force of the wheels W, W is provided.

  The second hydraulic multi-plate clutch 38 is engaged when the vehicle reverses as shown in FIG. 5 and during deceleration and regenerative braking as shown in FIG. 6. In either case, the oil pump 51 is driven. ing. That is, the oil pump first driven gear 54 is supported on the pump shaft 52 of the oil pump 51 via the third one-way clutch 53, and the oil pump second driven gear 56 is supported via the fourth one-way clutch 55. An oil pump first drive gear 57 provided on the main shaft 17 and the oil pump first driven gear 54 are connected by a first endless chain 58, and an oil pump second drive gear 59 provided on one axle 46 and the oil pump The second driven gear 56 is connected by the second endless chain 60.

  The second hydraulic multi-plate clutch 38 needs to be engaged when the vehicle shown in FIG. 5 reverses, but the reverse of the vehicle is driven by the driving force of the motor / generator MG, so the oil pump 51 cannot be driven. Therefore, in the present embodiment, the engine E is driven to release the oil in the state in which the first hydraulic multi-plate clutch 16 is disengaged and the transmission of the driving force to the belt-type continuously variable transmission 24 is cut off when the vehicle moves backward. The oil pump 51 can be driven via the pump first drive gear 57, the first endless chain 58, the oil pump first driven gear 54, and the third one-way clutch 53 to supply oil to the second hydraulic multi-plate clutch 38. . At this time, the fourth one-way clutch 55 slips.

  It is necessary to engage the second hydraulic multi-plate clutch 38 also during the deceleration regenerative braking shown in FIG. 6, but at this time, the engine E is in an idling state or a fuel cut state and cannot sufficiently drive the oil pump 51. . However, the oil pump 51 is driven via the oil pump second drive gear 59, the second endless chain 60, the oil pump second driven gear 56 and the fourth one-way clutch 55 provided on one axle 46, and the second hydraulic multi-plate Oil can be supplied to the clutch 38. At this time, the third one-way clutch 53 slips.

  Thus, it becomes possible to use the general oil pump 51 instead of the expensive electric oil pump, which can contribute to cost reduction.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the transmission of the present invention is not limited to the belt-type continuously variable transmission 24 of the embodiment, and includes a transmission having an arbitrary structure.

Skeleton diagram of driving force transmission path of hybrid vehicle according to first embodiment 2-2 line view of FIG. The figure explaining the action at the time of start by the motor generator The figure explaining the action at the time of running with the engine Diagram explaining the reverse operation by the motor / generator The figure explaining the action at the time of regenerative braking by the motor generator Skeleton diagram of driving force transmission path of hybrid vehicle according to second embodiment Fig. 8-8 arrow view

Explanation of symbols

11 Crankshaft 17 Main shaft 23 Counter shaft 24 Belt type continuously variable transmission ( transmission)
32 first one-way clutch 33 second one-way clutch 38 second hydraulic multi-plate clutch (separating clutch)
39 1st reduction gear (reduction gear)
45 Driving force transmission means E Engine MG Motor generator (electric motor)
W wheel

Claims (6)

  1. An engine (E) having a crankshaft (11);
    A transmission (24) having a main shaft (17) coaxially coupled to the crankshaft (11) and a countershaft (23) disposed parallel to the main shaft (17);
    An electric motor (MG) disposed so as to surround the outer periphery of the main shaft (17) at a position sandwiched between the engine (E) and the transmission (24);
    Driving force transmission means (45) for transmitting the driving force of the electric motor (MG) to any position in the driving force transmission path from the counter shaft (23) to the wheels (W);
    In a hybrid vehicle capable of traveling with one or both of the driving force of the engine (E) and the driving force of the electric motor (MG),
    The hybrid vehicle characterized in that the driving force transmission means (45) includes a one-way clutch (33) capable of transmitting the driving force of the electric motor (MG) to the wheels (W).
  2.   The hybrid vehicle according to claim 1, wherein the driving force transmission means (45) includes a connecting / disconnecting clutch (38) arranged in parallel with the one-way clutch (33).
  3.   The hybrid vehicle according to claim 2, wherein the electric motor (MG) is driven in a state where the engagement / disengagement clutch (38) is disengaged when the vehicle starts.
  4.   The hybrid vehicle according to claim 2 or 3, wherein the electric motor (MG) is regeneratively braked in a state in which the connection / disconnection clutch (38) is engaged when the vehicle is decelerated.
  5.   The hybrid vehicle according to any one of claims 2 to 4, wherein the electric motor (MG) is driven in a state in which the connecting / disconnecting clutch (38) is engaged when the vehicle moves backward.
  6. An engine (E) having a crankshaft (11);
    A transmission (24) having a main shaft (17) coaxially coupled to the crankshaft (11) and a countershaft (23) disposed parallel to the main shaft (17);
    An electric motor (MG) disposed so as to surround the outer periphery of the main shaft (17) at a position sandwiched between the engine (E) and the transmission (24);
    Driving force transmission means (45) for transmitting the driving force of the electric motor (MG) to any position in the driving force transmission path from the counter shaft (23) to the wheels (W);
    In a hybrid vehicle capable of traveling with one or both of the driving force of the engine (E) and the driving force of the electric motor (MG),
    A one-way clutch (32) capable of transmitting the driving force of the engine (E) to the wheels (W) in a driving force transmission path from the transmission (24) to the driving force transmission means (45). A featured hybrid vehicle.

JP2006086996A 2006-03-28 2006-03-28 Hybrid vehicle Pending JP2007261348A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009079348A2 (en) * 2007-12-17 2009-06-25 Gm Global Technology Operations, Inc. Hybrid drive powertrains with reduced parasitic losses
GB2465661A (en) * 2008-11-28 2010-06-02 Shen Yang Technologies Entpr C IC engine power assisting apparatus having a unidirectional clutch
JP2011031742A (en) * 2009-07-31 2011-02-17 Honda Motor Co Ltd Oil pressure controller for drive unit
CN102019845A (en) * 2009-09-11 2011-04-20 通用汽车环球科技运作公司 Strong hybrid system
JP2012047202A (en) * 2010-08-24 2012-03-08 Honda Motor Co Ltd Hydraulic control device of driving device for vehicle
JP2012071752A (en) * 2010-09-29 2012-04-12 Fuji Heavy Ind Ltd Vehicle drive apparatus
DE102012102141A1 (en) 2011-03-17 2012-09-20 Fuji Jukogyo Kabushiki Kaisha Power transmission device for a hybrid vehicle
JP2013166422A (en) * 2012-02-14 2013-08-29 Fuji Heavy Ind Ltd Driving device of hybrid vehicle
JP2013203230A (en) * 2012-03-28 2013-10-07 Fuji Heavy Ind Ltd Driving device for hybrid vehicle
CN103879274A (en) * 2014-03-31 2014-06-25 长城汽车股份有限公司 Transmission structure for parallel hybrid electric vehicle and hybrid electric vehicle
JP2014231319A (en) * 2013-05-30 2014-12-11 富士重工業株式会社 Vehicular control device
JP2015131512A (en) * 2014-01-09 2015-07-23 トヨタ自動車株式会社 Vehicle control apparatus

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009079348A3 (en) * 2007-12-17 2009-09-17 Gm Global Technology Operations, Inc. Hybrid drive powertrains with reduced parasitic losses
US7681675B2 (en) 2007-12-17 2010-03-23 Gm Global Technology Operations, Inc. Hybrid drive powertrains with reduced parasitic losses
WO2009079348A2 (en) * 2007-12-17 2009-06-25 Gm Global Technology Operations, Inc. Hybrid drive powertrains with reduced parasitic losses
GB2465661B (en) * 2008-11-28 2011-02-16 Shen Yang Technologies Entpr Co Ltd Apparatus and method for assisting engine
GB2465661A (en) * 2008-11-28 2010-06-02 Shen Yang Technologies Entpr C IC engine power assisting apparatus having a unidirectional clutch
US8454470B2 (en) 2008-11-28 2013-06-04 Shen Yang Technologies Enterprise Co., Ltd. Power generating apparatus and method for assisting engine
JP2011031742A (en) * 2009-07-31 2011-02-17 Honda Motor Co Ltd Oil pressure controller for drive unit
CN102019845A (en) * 2009-09-11 2011-04-20 通用汽车环球科技运作公司 Strong hybrid system
JP2012047202A (en) * 2010-08-24 2012-03-08 Honda Motor Co Ltd Hydraulic control device of driving device for vehicle
JP2012071752A (en) * 2010-09-29 2012-04-12 Fuji Heavy Ind Ltd Vehicle drive apparatus
US8671801B2 (en) 2011-03-17 2014-03-18 Fuji Jukogyo Kabushiki Kaisha Power transmission apparatus for hybrid vehicle
DE102012102141A1 (en) 2011-03-17 2012-09-20 Fuji Jukogyo Kabushiki Kaisha Power transmission device for a hybrid vehicle
JP2013166422A (en) * 2012-02-14 2013-08-29 Fuji Heavy Ind Ltd Driving device of hybrid vehicle
JP2013203230A (en) * 2012-03-28 2013-10-07 Fuji Heavy Ind Ltd Driving device for hybrid vehicle
JP2014231319A (en) * 2013-05-30 2014-12-11 富士重工業株式会社 Vehicular control device
JP2015131512A (en) * 2014-01-09 2015-07-23 トヨタ自動車株式会社 Vehicle control apparatus
CN105899391A (en) * 2014-01-09 2016-08-24 丰田自动车株式会社 Controller for vehicle
CN103879274A (en) * 2014-03-31 2014-06-25 长城汽车股份有限公司 Transmission structure for parallel hybrid electric vehicle and hybrid electric vehicle

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