JP2008239126A - Driving device of hybrid automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving device of a hybrid automobile capable of smoothly starting in a situation that hydraulic pressure is not generated like during idle stop. <P>SOLUTION: The device is provided with a reduction gear mechanism 60 for reducing rotation of an electric motor 50 and transmitting it to a differential gear 40, a hydraulic clutch 70 for power intermittence between the electric motor and the differential gear, and a one-way clutch 65 permitting only the power transmission from the electric motor to the differential gear. The hydraulic clutch 70 and the one-way clutch 65 are provided in parallel with a power transmission path between the electric motor and the differential gear. Even in the situation that hydraulic pressure is not generated like in a state of idle stop, power of the electric motor 50 is transmitted to the differential gear 40 via the one-way clutch 65 and the automobile is enabled to start by the electric motor 50. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

The present invention relates to a hybrid vehicle drive apparatus using an engine and an electric motor as drive sources.

2. Description of the Related Art Conventionally, a parallel hybrid vehicle is known that assists driving force by driving an electric motor when starting or accelerating when an engine is loaded, and regenerating energy by operating the electric motor as a generator during deceleration. In this type of hybrid vehicle, Patent Document 1 (see FIG. 8) describes a drive that can use an existing transmission as it is when manufacturing a hybrid vehicle based on a vehicle having an engine as a dedicated drive source. A device has been proposed.

In this drive device, an engine, a transmission having an input shaft connected to the output shaft of the engine, a differential device to which driving force is transmitted from the output shaft of the transmission and distributed to the wheels, An electric motor that transmits the driving force to the differential device is provided separately from the driving force, and this electric motor is attached to a transfer mounting portion provided in the transmission case. The output gear of the electric motor meshes with the same ring gear as the ring gear of the differential gear to which power is transmitted from the transmission. A clutch is provided between the electric motor and the output gear, and when traveling using only the engine as a drive source, the clutch is disengaged, thereby stopping the idling of the electric motor and suppressing energy loss. ing. On the other hand, in the regenerative brake travel mode, the clutch is in a connected state and the electric motor is operated as a generator. With the above structure, it is possible to configure a hybrid vehicle capable of both two-wheel drive and four-wheel drive while diverting the existing engine, transmission, differential, and transfer for a four-wheel drive vehicle.

Patent Document 2 discloses a hybrid vehicle in which a transmission for transmitting engine output to front wheels and rear wheels is provided, and an electric motor is incorporated in a rear wheel differential (differential carrier). A reduction gear mechanism that amplifies the motor torque of the electric motor and transmits it to the ring gear of the rear wheel differential device is provided inside the rear wheel differential device, and a clutch is incorporated between the electric motor and the ring gear. ing.

The drive device disclosed in Patent Document 1 is based on a transmission for a four-wheel drive vehicle. However, in the case of a transmission for a general two-wheel drive vehicle, there is no transfer mounting portion, so that it is dedicated to a hybrid vehicle. It is necessary to redesign the transmission, which causes an increase in cost. Further, in the case of the drive device disclosed in Patent Document 2, since the electric motor is incorporated in the rear wheel differential, it cannot be directly applied to a transmission for a normal two-wheel drive vehicle.

By the way, in recent years, the number of automobiles that perform idle stop control is increasing in order to improve fuel efficiency and environmental performance. In that case, since the engine is stopped in a state where the vehicle is stopped, the main pump incorporated in the transmission does not generate hydraulic pressure, and a smooth start is not possible when starting next time. In addition, when a hydraulic clutch is provided between the electric motor and the differential device, the hydraulic clutch cannot be engaged, and the electric motor cannot be started. While the vehicle is stopped, the sub-pump can be driven by the electric motor to generate hydraulic pressure. However, if the vehicle stop time becomes longer, the electric pump must be continuously rotated, resulting in battery consumption.
JP-A-9-95149 JP 2005-231526 A

SUMMARY OF THE INVENTION An object of the present invention is to provide a drive device that can smoothly start even in a hybrid vehicle that uses an engine and an electric motor as drive sources even when no hydraulic pressure is generated, such as during idle stop. .

To achieve the above object, the present invention relates to an engine, a transmission to which driving force is input from the engine, a differential device to which driving force is transmitted from the transmission and distributed to wheels, and a transmission from the transmission. In a hybrid vehicle including an electric motor that transmits a driving force to the differential device separately from the driving force, a reduction gear mechanism that decelerates the rotation of the electric motor and transmits the rotation to the differential device, the electric motor, and the And a one-way clutch that allows only power transmission from the electric motor to the differential device. The hydraulic clutch and the one-way clutch are different from the electric motor. Provided is a drive device for a hybrid vehicle, which is provided in parallel with a power transmission path between the drive device and a moving device.

In the present invention, since the reduction gear mechanism for transmitting the rotation of the electric motor to the differential device is provided, the motor torque generated by the electric motor can be amplified by the reduction gear, and a small and inexpensive electric motor can be used. . When the vehicle is traveling at high speed by an engine, the rotation of the differential gear is increased by the reduction gear and transmitted to the electric motor, which may exceed the allowable limit rotational speed (generally about 9000 rpm) of the electric motor. There is. Therefore, when the vehicle is traveling at a high speed by the engine, it is possible to prevent over-rotation of the electric motor by disengaging the power interrupting clutch provided between the electric motor and the differential. Since a hydraulic clutch is used as the power interrupting clutch, small and smooth intermittent control is possible. However, in the situation where no hydraulic pressure is generated, such as during idle stop, the start clutch inside the transmission is of course electric. The hydraulic clutch for power interruption of the motor cannot be fastened and the vehicle cannot start smoothly. However, since a one-way clutch is provided between the electric motor and the differential device, when the electric motor is driven, the power is quickly transmitted to the differential device via the one-way clutch, and the electric motor starts. can do. Even when the vehicle stop time is extended, the battery is not consumed as when the sub pump is driven by the electric motor. Since the one-way clutch only allows power transmission from the electric motor to the differential device, when the differential device rotates faster, such as during high-speed driving by the engine, the one-way clutch becomes free and the electric motor Follow-up rotation can be prevented. Moreover, when performing regeneration at the time of deceleration, an electric motor can be utilized as a generator by fastening a hydraulic clutch.

The function of the one-way clutch has not only the start function by the electric motor as described above but also the function of smoothly switching the power transmission between the running by the engine and the running by the electric motor. For example, when the vehicle is started from an idle stop state by an electric motor, the vehicle may be switched to traveling by an engine if the vehicle speed increases, but a switching shock may occur if the hydraulic clutch is suddenly disconnected at the time of switching. However, when switching from running with an electric motor to running with an engine, if the engine-side rotational speed becomes higher than the electric motor-side rotational speed, the one-way clutch is automatically released, so smooth power switching without shock Is possible. Conversely, even when switching from running with the engine to running with the electric motor, the one-way clutch automatically locks when the rotation speed on the electric motor side becomes higher than the rotation speed on the engine side, enabling switching without shock. Become.

According to a preferred embodiment, the reduction gear mechanism includes a first reduction shaft that is coaxially coupled to the motor shaft of the electric motor, and a second reduction gear that is disposed non-coaxially in parallel with the first reduction shaft. A first reduction gear and a second reduction gear which are meshed with each other, and an output gear provided on the second reduction shaft is connected to the differential gear. Meshing with a ring gear of the apparatus, the second reduction gear is rotatably disposed on a second reduction shaft, and the one-way clutch is disposed in a radial clearance between the second reduction gear and the second reduction shaft, The second reduction gear may be provided with a clutch hub of the hydraulic clutch, and a clutch drum of the hydraulic clutch may be fixed to a second reduction shaft. In this case, the reduction gear mechanism can perform two-stage reduction (deceleration between the first reduction gear and the second reduction gear and reduction between the output gear and the ring ring gear). Can be used. In addition, since the one-way clutch and the hydraulic clutch can be arranged together on the second reduction shaft, a compact drive device can be realized in the axial direction. Therefore, it is possible to obtain a drive device that is suitable for application to an FF horizontal transmission that is accommodated in a limited engine room.

As described above, according to the present invention, the differential device can be driven by the electric motor via the one-way clutch even when the transmission hydraulic pressure is insufficient, such as when starting after an idle stop. Can do. Further, when the vehicle is decelerated during traveling by the engine, regeneration can be performed by engaging a hydraulic clutch. Furthermore, by releasing the hydraulic clutch during high-speed driving by the engine, it is possible to prevent over-rotation of the electric motor. At this time, the one-way clutch is free, so that the electric motor is not affected.

Embodiments of the present invention will be described below with reference to examples.

1 to 8 show a first embodiment of a driving apparatus for a hybrid vehicle according to the present invention. This embodiment is an example in which a continuously variable transmission is used as a transmission based on an FF horizontal type engine vehicle.

The input shaft 10 of the continuously variable transmission A is connected to the output shaft 2 of the engine 1 via the torque converter 3. The continuously variable transmission A includes a forward / reverse switching device 20 that switches the rotation of the input shaft 10 forward / reversely and transmits it to the drive shaft 11, a drive pulley 31, a driven pulley 33, and a V belt 35 wound between both pulleys. And a differential device 40 for transmitting the power of the driven shaft 12 to the output shafts 41, 42, an electric motor 50, and the like. The input shaft 10 and the drive shaft 11 are arranged on the same axis, and the driven shaft 12 and the output shafts 41 and 42 of the differential device 40 are arranged parallel to the input shaft 10 and non-coaxially. Therefore, this continuously variable transmission has a three-axis configuration as a whole. The V belt 35 used in this embodiment is a known metal belt composed of a pair of endless tension bands and a large number of blocks supported by these tension bands.

Each component constituting the continuously variable transmission A is accommodated in the transmission case 4. The transmission case 4 includes a main body case 5 that houses the transmission mechanism 30, the forward / reverse switching mechanism 20, a converter housing 6 that houses the torque converter 3, and an end cover 7 that supports the shaft ends of the drive shaft 11 and the driven shaft 12. And. The transmission mechanism 30, the forward / reverse switching mechanism 20, and the differential device 40 are accommodated in the first storage chamber S <b> 1 configured by the main body case 5, the converter housing 6, and the end cover 7. An oil pan 8 is fixed to the bottom of the main body case 5, and a shift control hydraulic control device 16 (for controlling lock-up of the speed change mechanism 30, the forward / reverse switching device 20 and the torque converter 3) is fixed therein. 2) is housed. An oil pump 9 driven by the engine output shaft 2 is disposed between the torque converter 3 and the forward / reverse switching device 20, and the generated hydraulic pressure is supplied to the hydraulic control device 16.

The forward / reverse switching device 20 includes a planetary gear device 21, a reverse brake 28, and a direct coupling clutch 29. The sun gear 22 of the planetary gear device 21 is connected to the input shaft 10, and the ring gear 23 is connected to the drive shaft 11. The planetary gear device 21 of this example is a single pinion system, the reverse brake 28 is provided between the carrier 25 supporting the pinion gear 24 and the main body case 5, and the direct clutch 29 is provided between the carrier 25 and the sun gear 22. ing.

When the direct clutch 29 is released and the reverse brake 28 is engaged, the driving force input from the torque converter 3 is reversed and decelerated and transmitted to the driving pulley 31, and the output shaft via the driven pulley 32 and the differential device 40. Since 41 and 42 are driven in the same direction as the engine rotation direction, the forward drive state is established. Conversely, when the reverse brake 28 is released and the direct clutch 29 is engaged, the carrier 25 and the sun gear 22 of the planetary gear device 21 rotate together, so that the driving force input from the torque converter 3 is directly applied to the driving pulley 31. Then, the output shafts 41 and 42 are driven in the direction opposite to the engine rotation direction via the driven pulley 32 and the differential device 40, and a reverse drive state is set.

The drive pulley 31 constituting the speed change mechanism 30 includes a fixed sheave 31a that is integrally fixed on the drive shaft 11, a movable sheave 31b that is supported on the drive shaft 11 so as to be axially movable and integrally rotatable. And a hydraulic servo 32 provided behind the movable sheave 31b. Shift control is performed by controlling the hydraulic pressure supplied to the hydraulic servo 32. The driven pulley 33 is fixed behind the fixed sheave 33a on the driven shaft 12, a movable sheave 33b supported on the driven shaft 12 so as to be axially movable and integrally rotatable, and behind the movable sheave 33b. And a hydraulic servo 34 provided. By controlling the hydraulic pressure supplied to the hydraulic servo 34, a belt thrust required for torque transmission is given.

One end of the driven shaft 12 extends toward the engine 1, and the output gear 13 is fixed to this one end. The output gear 13 meshes with the first ring gear 43 of the differential device 40, and power is distributed to output shafts 41 and 42 extending from the differential device 40 to the left and right. In the differential device 40, a second ring gear 44 having a smaller diameter than the first ring gear 43 is provided on the engine side of the first ring gear 43 and at a position protruding from the end surface of the main body case 5 toward the engine side. Power is transmitted to the second ring gear 44 from an electric motor 50 described later via a reduction gear mechanism 60 and a hydraulic clutch 70 for intermittent motor power. The output shaft 42 is longer than the output shaft 41 and extends along the side portion of the engine 1. Equal-length drive shafts 47 and 48 are connected to the ends of the output shafts 41 and 42 via joints 45 and 46, respectively, and drive wheels (not shown) are connected to the ends of the drive shafts 47 and 48, respectively. ing.

As shown in FIGS. 5 and 6, a mounting seat 51 provided at one end portion from which the motor shaft 50 a of the electric motor 50 protrudes is fastened to the converter housing 6 by a plurality of bolts 52, and the electric motor 50 is connected to the converter housing 6. It is fixed in landscape orientation. Note that the converter housing 6 and the mounting seat 51 may be fastened with bolts 52 with a gear cover 14 described later interposed therebetween. One end of the retainer 53 is fastened by a bolt 54 a at a position away from the one end surface of the electric motor 50 by a predetermined distance. The fastening position of the retainer 53 is preferably the center of gravity of the electric motor 50 or the free end side thereof. The other end of the retainer 53 is fastened to the isometric drive shaft bracket 55 that supports the output shaft 42 by a bolt 54b. The bracket 55 rotatably supports the output shaft 42 via a bearing 56, and one end of the bracket 55 is fastened to the side surface of the engine 1 (cylinder block) by a bolt 57. Therefore, the bracket 55 has a function of supporting the output shaft 42 and supporting part of the load of the electric motor 50 via the retainer 53.

The electric motor 50 for a hybrid vehicle is a heavy object weighing several tens of kilograms. If only one end surface of the electric motor 50 is fastened to the converter housing 6, the durability of the converter housing 6 is lowered when repeated vibration or the like is applied. Although there is a fear, by supporting a part of the load of the electric motor 50 by the engine 1 via the retainer 53 and the bracket 55 as described above, the load acting on the converter housing 6 can be reduced and the durability can be improved. Can be planned. Further, since the electric motor 50 is supported using the isometric drive shaft bracket 55, the motor 50 can be supported at a low cost without the need for a dedicated support bracket for the motor. In addition, although the example which fixed the retainer 53 to the axial direction substantially middle part of the electric motor 50 was shown in FIG. 5, you may fix to the position near the free end side of the electric motor 50. Further, the retainer 53 and the bracket 55 may be configured as a single component. That is, the motor support portion may be formed integrally with the bracket 55.

An extension case portion 6b is integrally formed at an obliquely upper portion of the differential housing portion 6a in which the differential device 40 of the converter housing 6 is housed. By closing the opening portion of the extension case portion 6b with the gear cover 14, the internal portion A second accommodating chamber S2 is formed for accommodating the reduction gear mechanism 60, the hydraulic clutch 70, and the hydraulic control device 90 for controlling the motor power. That is, the second storage chamber S2 is formed above the differential storage chamber S3 formed inside the differential storage section 6a. In this example, the reduction gear mechanism 60, the hydraulic clutch 70, and the motor power control hydraulic control device 90 are housed together in the second housing portion S2. However, the motor power control hydraulic control device 90 is included in the reduction gear mechanism 60 and the hydraulic pressure. You may arrange | position in the storage chamber different from the clutch 70. FIG. In this case, for example, the reduction gear mechanism 60 and the hydraulic clutch 70 may be arranged in the differential housing chamber S3 in which the differential device 40 is housed.

As shown in FIGS. 3 and 4, the reduction gear mechanism 60 is disposed parallel to the first reduction shaft 61 and the first reduction shaft 61 that is spline-coupled coaxially with the motor shaft 50 a of the electric motor 50. And a second reduction shaft 62. In addition, you may comprise the motor shaft 50a and the 1st deceleration shaft 61 by one component. A first reduction gear 61a is formed integrally with the first reduction shaft 61, and the first reduction gear 61a meshes with a second reduction gear 63 having a larger diameter. The second reduction gear 63 is supported via an one-way clutch 65 on an inner ring member 64 that is spline-fitted to the second reduction shaft 62. The second reduction gear 63 also serves as the outer ring of the one-way clutch 65. A pair of bearings 66 are provided on both sides of the one-way clutch 65, and the second reduction gear 63 is stably supported by these bearings 66. The one-way clutch 65 transmits power only from the electric motor 50 to the differential device 40, and becomes free when the inner ring member 64 rotates at a higher speed than the second reduction gear 63. A clutch hub 71 of the hydraulic clutch 70 is formed integrally with the second reduction gear 63. A clutch drum 72 of a hydraulic clutch 70 is spline fixed to the second reduction shaft 62, and a piston 73 is disposed inside the clutch drum 72. A plurality of clutch plates 74 that are fastened and released by the piston 73 are disposed between the clutch hub 71 and the clutch drum 72.

Since the one-way clutch 65 and the hydraulic clutch 70 are arranged in parallel between the electric motor 50 and the differential device 40 as described above, when starting from a state where no hydraulic pressure is generated due to idle stop or the like, the electric motor The power of the motor 50 can be transmitted to the differential device 40 via the one-way clutch 65 and can be started by the electric motor 50. Further, when hydraulic pressure is generated during traveling, the hydraulic clutch 70 is engaged to perform regeneration during deceleration, and further, the hydraulic clutch 70 is disconnected during high-speed traveling, so that the electric motor 50 can be prevented from idling. . Further, since the one-way clutch 65 is disposed inside the second reduction gear 63 and the clutch hub 71 of the hydraulic clutch 70 is formed on the second reduction gear 63, a compact and simple reduction gear mechanism 60 can be configured. Further, in this embodiment, the two reduction shafts 61 and 62 are used as the reduction gear mechanism 60, and the two-stage reduction is performed between the electric motor 50 and the differential device 40. A smaller motor can be used, and the vehicle can start with only the electric motor 50.

One end portion of the second reduction shaft 62 is inserted into the differential housing portion 6 a that houses the differential device 40, and an output gear 67 that meshes with the second ring gear 44 is formed at this end portion. In this example, the output gear 13 of the transmission is engaged with the first ring gear 43, and the output gear 67 for power transmission from the electric motor 50 is engaged with the second ring gear 44, which is different from the first ring gear 43. The second ring gear 44 may be omitted, and both the output gears 13 and 67 may be engaged with the first ring gear 43. When the output gear 67 meshes with the second ring gear 44 protruding from the main body case 5 to the engine side, there is an advantage that the main body case 5 can be shared between the engine vehicle and the hybrid vehicle.

As shown in FIGS. 2 and 6, the output shafts 41 and 42 of the differential device 40 are arranged obliquely below the rear of the engine output shaft 2, and the second storage chamber S <b> 2 is a converter housing 6 that houses the torque converter 3. It is arranged at the rear and above the differential 40. The motor shaft 50a (first reduction shaft 61) of the electric motor 50 is disposed on the rear side of the engine 1 and above the differential device 40, and the second reduction shaft 62 is arranged on the motor shaft 50a (first reduction shaft 61). ) And the output shafts 41 and 42 of the differential device 40. The second storage chamber S2 is disposed at a position that does not exceed the height of the engine 1. In this way, by arranging the electric motor 50 and the reduction gear mechanism 60 with respect to the engine 1 and the differential device 40, the electric motor 50 can be brought as close to the engine 1 as possible, and electric power can be used by effectively utilizing the empty space. The motor 50, the reduction gear mechanism 60, and the like can be arranged in a compact manner. In addition, since the driving force of the electric motor 50 is transmitted to the differential device 40 via the reduction gear mechanism 60, a small motor can be used and a more compact configuration can be achieved. Such a configuration is suitable as a drive device for a hybrid vehicle based on an FF vehicle housed in a limited engine room.

As shown in FIGS. 2 and 3, a first plug 80 is fixed to the converter housing 6, and a pipe 81 for supplying lubricating oil to the reduction gear mechanism 60 is connected. A second plug 82 is fixed to the gear cover 14, and a pipe 83 is connected to supply the original pressure of the hydraulic pressure supplied to the hydraulic clutch 70. The pipes 81 and 83 are respectively connected to hydraulic pressure detection ports 84 and 85 provided on the side wall of the main body case 5. These hydraulic pressure detection ports 84 and 85 are already provided in the continuously variable transmission A for engine vehicles for hydraulic pressure check. The lockup ON pressure of the torque converter 3 is output from one hydraulic pressure detection port 84, and the supply hydraulic pressure Pb of the reverse brake 28 is output from the other hydraulic pressure detection port 85. The lubricating oil supplied to the first plug 80 is supplied to the axial hole 87 of the second reduction shaft 62 through the lubricating oil passage 86, and the one-way clutch 65, bearings, and gears housed in the second housing chamber S2. Lubricate etc. Since the second storage chamber S2 is disposed above the differential device 40, the lubricating oil accumulated in the second storage chamber S2 passes through a passage (not shown) formed in the converter housing 6 due to gravity, and passes through the differential. Returned to the storage room S3. The hydraulic pressure Pb supplied to the second plug 82 is guided to the motor power control hydraulic control device 90 housed in the second housing chamber S2.

As shown in FIGS. 3, 7, and 8, the hydraulic control device 90 for motor power control includes a valve body 91 fixed to the gear cover 14 and three valves 92 to 94. Does not have its own hydraulic power source. The first valve 92 is a modulator valve that adjusts the hydraulic pressure Pb supplied from the transmission control hydraulic control device 16 via the pipe 83 to a constant modulator pressure Pm, and the second valve 93 adjusts the modulator pressure. The linear solenoid valve outputs a signal pressure Ps proportional to the electrical signal, and the third valve 94 is a control valve that supplies and discharges the hydraulic pressure Pb supplied from the shift control hydraulic control device 16 to the hydraulic clutch 70. The signal pressure Ps of the linear solenoid valve 93 is supplied to the signal port 94a of the control valve 94, and the control valve 94 is switched and controlled. The motor power control hydraulic control device 90 described above is dedicated to a hybrid vehicle and is added to the shift control hydraulic control device 16 for an engine vehicle. As described above, the reduction gear mechanism 60, the hydraulic clutch 70, and the valve body 91 are arranged together in one storage chamber S2, so that it can be made compact, and the valve body 91 is arranged near the hydraulic clutch 70. As a result, the oil passage is shortened and the response of the hydraulic clutch 70 is improved. Therefore, power control of the electric motor 50 can be performed with high accuracy. Since the valve body 91 is disposed above the reduction gear mechanism 60, the drain oil discharged from the valve body 91 falls onto the reduction gear mechanism 60 and can be used for lubrication.

As described above, as the original pressure Pb of the hydraulic clutch 70, the hydraulic pressure of the reverse brake 28 that is engaged during forward movement is supplied from the shift control hydraulic control device 16. Although it is possible to derive the line pressure from the transmission control hydraulic control device 16 as the original pressure Pb, in the case of a continuously variable transmission, the line pressure also serves as the supply hydraulic pressure to the driven hydraulic servo 34 for obtaining the belt thrust. Therefore, the hydraulic pressure is very high, and it is necessary to greatly reduce this high line pressure to a hydraulic pressure suitable for the hydraulic clutch 70. Moreover, if the hydraulic pressure is taken out from the middle of the oil passage of the line pressure, the hydraulic pressure is supplied to the continuously variable transmission. May have an impact. On the other hand, the supply hydraulic pressure of the reverse brake 28 that is engaged at the time of forward movement is substantially the same level as the required hydraulic pressure of the hydraulic clutch 70, and at the same time, the supply hydraulic pressure of the reverse brake 28 is a dead end pressure. Will not be affected. Further, the lockup ON pressure is used as the lubrication system hydraulic pressure of the reduction gear mechanism 60, but the lockup ON pressure flows to the lubrication system beyond that, so even if this is used for the reduction gear mechanism 60, It has no effect on the transmission itself.

In the above embodiment, the reverse brake 28 is engaged when moving forward, and the hydraulic pressure supplied to the reverse brake 28 is used as the original pressure of the hydraulic pressure supplied to the hydraulic clutch 70. However, in the case of a transmission in which the direct clutch 29 is engaged when moving forward. Alternatively, the hydraulic pressure supplied to the direct coupling clutch 29 may be used as the original pressure of the hydraulic pressure supplied to the hydraulic clutch 70. Further, when the influence on the shift control hydraulic control device 16 can be reduced, the line pressure or other hydraulic pressure can be used.

Here, the operation of the hybrid vehicle configured as described above will be described. During high speed travel, travel by the engine 1 is selected, the power of the engine 1 is transmitted to the differential device 40 via the torque converter 3 and the speed change mechanism 30, and the wheels are driven via the output shafts 41 and 42. At this time, since the motor power interrupting hydraulic clutch 70 is released, the electric motor 50 does not follow and does not exceed the allowable rotational speed limit. When decelerating during traveling, the differential clutch 40 and the electric motor 50 are connected by engaging the hydraulic clutch 70, and the electric motor 50 acts as a generator to perform energy regeneration. The regenerated electrical energy is stored in the battery. The engine 1 can be stopped and traveled by the electric motor 50 when traveling at a low speed such as in a congested road, and the driving force of the electric motor 50 can be applied when traveling by the engine 1 to improve fuel consumption or exhaust. Gas reduction can also be performed.

In some cases, idle stop control is performed to improve fuel efficiency and environmental performance. In this case, since the engine is stopped, the oil pump 9 does not generate hydraulic pressure, and not only the reverse brake 28 but also the motor power intermittent hydraulic clutch 70 cannot be engaged, and the vehicle cannot start. On the other hand, when the one-way clutch 65 is provided between the electric motor 50 and the differential device 40 as in the present embodiment, if the electric motor 50 is driven, the power differs via the one-way clutch 65. Since it is immediately transmitted to the moving device 40, it is possible to start by the electric motor 50. When the engine 1 starts and the oil pump 9 generates hydraulic pressure, the reverse brake 28 is engaged, the vehicle is driven by the engine power, and the electric motor 50 is stopped.

By providing the one-way clutch 65 as described above, it is possible to start by the electric motor 50 even when no hydraulic pressure is generated. However, not only that, but also power transmission between the traveling by the engine 1 and the traveling by the electric motor 50. It also has a function of switching smoothly. For example, when the vehicle starts from the idle stop state, the vehicle is started by the electric motor 50. If the vehicle speed increases, the vehicle is switched to traveling by the engine 1, but if the hydraulic clutch 70 is suddenly disconnected at that time, there is a possibility that a switching shock is accompanied. On the other hand, when the one-way clutch 65 is provided and the rotational speed on the engine side (inner ring) becomes higher than the rotational speed on the electric motor side (outer ring) when switching from traveling by the electric motor 50 to traveling by the engine 1, the one-way clutch 65 is provided. Since the clutch 65 is automatically released, it is possible to smoothly switch power without shock. On the other hand, when switching from running by the engine 1 to running by the electric motor 50, the one-way clutch 65 is automatically locked when the rotation speed on the electric motor side (outer ring) becomes higher than the rotation speed on the engine side (inner ring). So switching without shock is possible.

FIG. 9 shows a second embodiment of the drive unit according to the present invention, where the same parts as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted. In the first embodiment, two reduction shafts 61 and 62 are used in parallel as the reduction gear mechanism 60, and the two-stage reduction is performed between the electric motor 50 and the differential device 40. In the example, the reduction shaft 100 arranged coaxially with the motor shaft 50 a of the electric motor 50 is used, and the output gear 101 fixed to the reduction shaft 100 is meshed with the second ring gear 44 of the differential device 40, thereby The stage is decelerated. A one-way clutch 65 and a hydraulic clutch 70 are provided in parallel between the motor shaft 50a and the reduction shaft 100. In this case, although the reduction ratio is small, the reduction gear mechanism can be configured more compactly. The second ring gear 44 may be omitted, and the reduction gear 101 may be meshed with the first ring gear 43 of the differential device 40.

The present invention is not limited to the above embodiments. In the above-described embodiment, an example in which the electric motor is disposed on the engine side of the transmission case has been described. In this case, the second storage chamber can be formed not between the converter housing and the cover but between the main body case and the cover.

In the case of the first embodiment, the one-way clutch and the hydraulic clutch are provided on the second reduction shaft, but the one-way clutch and the hydraulic clutch may be provided on the first reduction shaft, or the one-way clutch and the hydraulic clutch may be provided. You may disperse | distribute and provide in a 1st deceleration shaft and a 2nd deceleration shaft. In any case, the hydraulic clutch and the one-way clutch may be provided in parallel between the electric motor and the differential device.

The transmission in the present invention is not limited to a continuously variable transmission, and may be a general stepped automatic transmission. Also in the case of an automatic transmission, since the hydraulic control device and the main body case have a complicated structure, it is possible to realize an inexpensive hybrid vehicle by sharing these parts.

1 is a schematic skeleton diagram showing an example of a drive device for a hybrid vehicle according to the present invention. It is a side view of the transmission case seen from the engine side. It is sectional drawing which shows the specific example of the differential of the drive device shown in FIG. 1, and an electric motor drive mechanism. It is an enlarged view of the principal part of FIG. It is the side view seen from the vehicle rear which shows the attachment state of an electric motor. It is the side view seen from the vehicle right side which shows the attachment state of an electric motor. It is sectional drawing which shows the hydraulic control apparatus for motor power control of the drive device shown in FIG. It is a hydraulic circuit diagram of the hydraulic control apparatus for motor power control. It is a schematic skeleton figure of 2nd Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Engine output shaft 3 Torque converter 4 Transmission case 5 Main body case 6 Converter housing 10 Input shaft 13 Output gear 20 Forward / reverse switching device 28 Reverse brake 29 Direct coupling clutch 30 Transmission mechanism 40 Differential device 41, 42 Output shaft 43 1 ring gear 44 2nd ring gear 50 Electric motor 60 Reduction gear mechanism 61 First reduction shaft 61a First reduction gear 62 Second reduction shaft 63 Second reduction gear 64 Inner ring member 65 One-way clutch 66 Bearing 67 Output gear 70 Hydraulic clutch 71 Clutch hub 72 Clutch drum 73 Piston 74 Clutch plate 90 Hydraulic control device for motor power control

Claims (2)

An engine, a transmission to which driving force is input from the engine, a differential device to which the driving force is transmitted from the transmission and distributed to the wheels, and the driving force separately from the driving force from the transmission. In a hybrid vehicle equipped with an electric motor that transmits to the device,
A reduction gear mechanism that decelerates the rotation of the electric motor and transmits it to the differential device;
A hydraulic clutch for power interruption between the electric motor and the differential;
A one-way clutch that allows only power transmission from the electric motor to the differential,
A drive apparatus for a hybrid vehicle, wherein the hydraulic clutch and the one-way clutch are provided in parallel in a power transmission path between the electric motor and the differential. The reduction gear mechanism includes a first reduction shaft that is coaxially coupled to the motor shaft of the electric motor, and a second reduction shaft that is disposed non-coaxially in parallel to the first reduction shaft,
The first reduction shaft and the second reduction shaft are each provided with a first reduction gear and a second reduction gear that mesh with each other,
An output gear provided on the second reduction shaft meshes with a ring gear of the differential;
The second reduction gear is rotatably disposed on a second reduction shaft;
The one-way clutch is disposed in a radial clearance between the second reduction gear and the second reduction shaft,
The second reduction gear is provided with a clutch hub for the hydraulic clutch,
The drive device for a hybrid vehicle according to claim 1, wherein a clutch drum of the hydraulic clutch is fixed to a second reduction shaft.

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