JP2009149266A - Hybrid drive - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive favorable for an FR by arranging a toroidal continuously variable transmission, a motor generator, a gear mechanism and an output shaft on one axis. <P>SOLUTION: The toroidal continuously variable transmission 2, the motor generator 3, the gear mechanism 4 and the output shaft 6 are arranged in order on one axis from the engine side. A carrier C is fixed on the gear mechanism 4 by a brake B1 and rotation of an output part 13 of the continuously variable transmission and an output part 3a of the motor 3 is transmitted to the output shaft 6 through a ring gear R1 and a clutch C2 for low from a sun gear S2 or through a clutch C1 for high from a ring gear R2 in forward driving. Both of the clutches C2, C1 are engaged with each other and integrally rotated and rotation of the output part 13 is transmitted to the output shaft 6 as it is in backward driving. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid drive apparatus that drives a vehicle or the like by combining power from an engine and a motor / generator (hereinafter simply referred to as a motor), and more particularly to a hybrid drive apparatus including a toroidal-type continuously variable transmission.

  Conventionally, a hybrid drive device including a toroidal continuously variable transmission has been proposed (see Patent Document 1). In the hybrid drive device, an input shaft, a toroidal transmission, a motor and an output shaft are sequentially arranged on one shaft and from the engine side, and a counter shaft is disposed in parallel therewith, and an input shaft to which engine output is transmitted. The rotation reaches the output shaft through the toroidal transmission and the counter shaft, and the motor output is decelerated through the counter shaft and transmitted to the output shaft, and the high speed is transmitted directly to the input shaft or output shaft. Mode.

  That is, in the low speed mode, the rotation of the engine is transmitted to the counter shaft via the toroidal transmission, and the rotation of the motor is also transmitted to the counter shaft and is output to the output shaft. In the high speed mode, the rotation of the engine is similarly transmitted to the counter shaft and the output shaft via the toroidal transmission, and the rotation of the motor is directly transmitted to the output shaft. In the reverse mode, the input shaft and the motor shaft are connected, and a driving force that is a combination of the engine driving force and the motor driving force is transmitted to the output shaft via the counter shaft.

JP 2006-168442 A

  The above hybrid drive device can directly connect the motor (generator) and the output shaft during regeneration because the motor (generator) is disposed on the output shaft side. When mounted on an FR vehicle where the braking force cannot be increased, it is convenient to improve the energy absorption efficiency during regeneration and improve fuel efficiency. However, the hybrid drive device has a toroidal continuously variable transmission and a motor arranged coaxially with the input shaft and the output shaft, and the toroidal transmission on one axis, regardless of the layout suitable for FR. In addition, it is necessary to dispose the counter shaft in parallel with the motor, which increases the size in the radial direction, and is difficult to change on the vehicle side in order to be mounted on the vehicle for FR use. Further, in addition to the counter shaft, four clutches are required, and the structure becomes complicated. From this point of view, it is predicted to cause an increase in size.

  During reverse travel, power from the engine is transmitted directly to the output shaft via the input shaft or via the counter shaft, and power from the motor is transmitted to the output shaft via the counter shaft. Therefore, when the vehicle is traveling backward, even if the motor can assist the engine, the rotation of the engine is directly transmitted without going through the transmission. Further, in the high speed mode, particularly in the high speed mode when the motor is running, the output of the motor is directly linked to the output shaft, which may cause a shortage of torque.

  In the present invention, all the components of the toroidal continuously variable transmission, the motor and the output shaft are arranged on one shaft, and the two-speed shift is interposed, and the toroidal continuously variable transmission is interposed when the engine is driven backward. It is an object of the present invention to provide a hybrid drive device that is particularly suitable for an FR vehicle.

The present invention transmits a driving force of an engine to an output shaft (6) through a continuously variable transmission, and a hybrid drive device (1 ₁ , 1) which is constructed by interlocking a motor / generator (3) with the output shaft. ₂ )
The continuously variable transmission includes a toroidal continuously variable transmission (15) having an input shaft (5) for inputting the engine driving force and an output unit (13) for continuously shifting and outputting the rotation of the input shaft. 2)
The input element (S2 or S2, S1) interlocked with the output section (13) of the toroidal continuously variable transmission (2) and the output section (3a) of the motor generator (3), and the output shaft (6) A low output element (R1) linked via a low clutch (C2), a high output element (R2) linked to the output shaft (6) via a high clutch (C1), and a fixing member (15 A gear mechanism (4) having at least a fixed element (C) that is linked to the fixed or free rotation in conjunction with the brake (B1),
The input shaft (5) and output portion (13) of the toroidal continuously variable transmission (2), the motor generator (3), the gear mechanism (4), and the output shaft (6) are uniaxial. Arranged on the top,
The hybrid drive apparatus is characterized by the above.

  From the engine side, the toroidal continuously variable transmission (2), the motor / generator (3), the gear mechanism (4) and the output shaft (6) are arranged on one shaft in this order.

  For example, referring to FIG. 1, one input element (S2) includes an output unit (13) of the toroidal continuously variable transmission (2) and an output unit (3a) of the motor generator (3). ).

Specifically, the gear mechanism is a step pinion gear (4) having a carrier (C) that supports first and second pinions (P1, P2) that rotate integrally.
The fixed element is the carrier (C), and the input element is a first sun gear meshed with the first pinion (P1) or a second sun gear (S2) meshed with the second pinion (P2) The low output element is a first ring gear (R1) that meshes with the first pinion (P1) on the large diameter side, and the high output element is the second pinion (P2 on the small diameter side). ) Is a second ring gear (R2).

For example, referring to FIG. 3, the input element has first and second input elements (S2) (S1),
The output part (13) of the toroidal continuously variable transmission (2) is interlocked with the first input element (S2), and the output of the motor / generator (3) is connected with the second input element (S1). Part (3a) is interlocked.

Specifically, the gear mechanism is a step pinion (4) having a carrier (C) that supports first and second pinions (P1, P2) that rotate integrally.
The fixing element is the carrier (C), and the first input element meshes with the first sun gear (S1) meshed with the first pinion (P1) and the second pinion (P2). One of the two sun gears (S2) (S2), the second input element is the other of the first and second sun gears (S1), and the low output element is on the large-diameter side. A first ring gear (R1) meshing with the first pinion (P1), and a second ring gear (R2) with which the high output element meshes with the second pinion (P2) on the small diameter side. is there.

The brake (B1) interposed between the fixing member (15) and the fixing element (C) is in a locked state and transmits forward rotation to the output shaft (6).
By releasing both the brake (B1) and engaging both the low clutch (C2) and the high clutch (C1), the output portion (13) of the toroidal continuously variable transmission (2) The rotation is transmitted to the output shaft (6) as the reverse direction.

  In addition, although the code | symbol in the parenthesis mentioned above is for contrast with drawing, it does not have any influence on description of a claim by this.

  According to the first aspect of the present invention, since the toroidal continuously variable transmission, the motor / generator, the gear mechanism, and the output shaft are arranged on one shaft, it is possible to reduce the size, particularly in the radial direction, and the hybrid for FR As a drive device, it can be mounted on the vehicle side without any significant change.

  In addition, the gear mechanism is an input element linked to the output part of the toroidal continuously variable transmission and the output part of the motor / generator, a low output element and a high output element linked to the output shaft, and a fixed that can be locked by a brake. With the gear mechanism having an element, in the forward drive state, even in the engine travel mode driven mainly by the engine and the motor travel mode driven by the motor / generator, the low clutch and the high clutch can be shifted, In the reverse drive state, the engine power can be transmitted to the output shaft via the toroidal continuously variable transmission by releasing the brake and engaging both the low and high clutches. At this time, it is possible to assist with the driving force of the motor / generator. It can be reverse drive by the rotation.

  According to the second aspect of the present invention, since the motor / generator is arranged on the output shaft side of the toroidal-type continuously variable transmission, the inertia energy from the output shaft can be directly regenerated by the motor / generator. This can improve the fuel efficiency by improving the regeneration efficiency.

  According to the third aspect of the present invention, since the output part of the toroidal continuously variable transmission and the output part of the motor / generator are interlocked with one input element, the gear mechanism is sufficient with four elements, and the structure is simplified. can do.

  According to the fourth aspect of the present invention, since the gear mechanism is a step gear in which the carrier is fixed and freely rotatable, the rotation reversed by the toroidal-type continuously variable transmission is further reversed by the gear mechanism, and the engine rotation Rotation in the same direction as the direction can be transmitted to the output shaft as forward direction rotation, suitable as a hybrid drive device using a toroidal-type continuously variable transmission, and the first or second sun gear is sufficient for the input element Thus, the structure is simplified and the hybrid device can be made compact.

  According to the present invention of claim 5, the input element is separated into a first input element interlocked with the output part of the toroidal-type continuously variable transmission and a second input element interlocked with the output part of the motor / generator. Thus, both output sections can be linked with different reduction ratios, for example, the output section of the motor / generator with a large reduction ratio, and the output of the motor / generator can be greatly reduced compared to the output section of the toroidal continuously variable transmission. By transmitting at a ratio, the motor / generator can be miniaturized.

  According to the sixth aspect of the present invention, since the gear mechanism is a step gear in which the carrier is fixed and freely rotatable, the rotation reversed by the toroidal continuously variable transmission is further reversed by the gear mechanism, and the engine rotation Rotation in the same direction as the forward direction can be transmitted to the output shaft as forward rotation, suitable as a hybrid drive device using a toroidal continuously variable transmission, and the output part of the motor / generator as the output of the toroidal transmission Since it is connected to a sun gear with a different rotation ratio from the first part, for example, the first sun gear on the small diameter side and is taken out from the first ring gear as a reduced speed rotation, the motor torque is increased and transmitted to the output shaft during motor travel. The motor / generator can be miniaturized, and the hybrid drive system can be made compact, especially in the radial direction. Door can be.

  According to the seventh aspect of the present invention, with a simple configuration in which the brake, the low clutch, and the high clutch are appropriately switched, the engine travel mode in the forward drive state and the high and low speeds in the motor travel mode, the toroidal driven by the engine It is possible to reverse the motor and continuously regenerate from the output shaft to the motor / generator through the continuously variable transmission of the type continuously variable transmission.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a hybrid drive apparatus according to a first embodiment, which hybrid engine drive mode forward (a), engine drive mode reverse (b), motor drive mode forward low (c), motor It has a traveling mode forward high (d) and a regeneration mode (e). Hybrid drive device 1 _1, as shown in FIG. 1, a full toroidal type continuously variable transmission (hereinafter referred to as the variator) 2, motor generator (hereinafter referred to as motor) 3, has a gear mechanism 4, these variator 2 The motor 3 and the gear mechanism 4 are arranged on the same axis as the input shaft 5 and the output shaft 6 and from the engine toward the output shaft 6 in that order (2 → 3 → 5). Although not shown, the engine is connected to the left side of the input shaft in the drawing, either directly or via a starting device, a starting clutch, or the like.

The variator 2 includes two input disks 10 ₁ , 10 ₂ connected to the input shaft 5, one output disk 11 disposed between these input disks, and a power roller sandwiched between the two disks. 12 and 12. The input disks 10 ₁ and 10 ₂ and the output disk 11 each have an arc-shaped groove that forms a part of a circle so as to face each other, and a double cavity is formed with two rows of power rollers 12 and 12 sandwiched therebetween. It is configured to cancel the thrust force between the input disks. The power rollers 12 and 12 are inclined by shifting in a direction perpendicular to the shaft, and continuously change speed by changing the contact radius between the input disks 10 ₁ and 10 ₂ and the output disk 11. Output disk 11 extends rearwardly so that its drum-like output transmission shaft to the outer peripheral side (output portion) 13 is coupled, the drum-like output transmission shaft 13a surrounds the rear input disk 10 _2.

Drum-like output transmission shaft 13a is reduced in diameter at the rear side of the rear disc 10 ₂ (the motor 3 side), it has a sleeve-shaped output transmission shaft 13b that fitted on the input shaft 5. A motor 3 is disposed between the gear mechanism 4 and the variator 2 so as to surround the sleeve-shaped output transmission shaft 13b. The motor 3 is preferably a brushless DC motor. The motor 3 outputs torque by electric power from a battery (not shown) and charges the battery by rotation of the output shaft 6 based on the engine and rotation (regeneration) of the output shaft based on vehicle inertia. Can (generator). A rotor (output portion) 3a of the motor 3 is connected to the sleeve-shaped output transmission shaft 13b.

  The gear mechanism 4 includes a step pinion gear, a carrier (fixed element) that supports the large and small pinions P1 and P2 so as to rotate in an axial direction and integrally, and a first ring gear R1 that meshes with the large-diameter pinion P1. The second ring gear R2 meshes with the small-diameter pinion P2, and the second sun gear S2 meshes with the small-diameter pinion P2. In other words, the gear mechanism 4 composed of step gears is composed of four elements (see speed diagram).

The carrier C is a fixed member 15 made of a transmission case covering the present hybrid drive system 1 ₁ is connected via a brake B1, constitute a fixed or free rotation (revolution) securable element which is switched by the brake B1 . The second sun gear S2 is connected to the variator 2 and the output part (output transmission shaft) 13 of the motor 3 to constitute an input element. The first ring gear R1 on the large-diameter side is connected to the output shaft 6 via a drum-like interlocking shaft 17 and a low clutch C2 to constitute a low output element. The second ring gear R2 on the small diameter side is connected to the output shaft 6 via a drum-like interlocking shaft 19 and a high clutch C1, and constitutes a high output element. The input element is preferably the second sun gear S2 having a large reduction ratio, but the output transmission shaft 13 is connected to the first sun gear S1 (not shown in FIG. 1, see FIG. 3), and the first sun gear S2 is connected. The sun gear may be used as an input element.

  The brake B1, the high clutch C1, and the low clutch C2 operate as shown in the operation table of FIG. In the neutral position, the brake B1, the low clutch C2, and the high clutch C1 are all in a released state. This state is not transmitted to the output shaft 6 even when the engine is in an idle state and the output unit 13 of the variator 2 rotates at a low speed. In addition, when the vehicle is stopped, the engine is output, the output unit 13 is rotated via the variator 2, and the rotation is transmitted to the motor 3, whereby the motor 3 operates as a generator and charges the battery. it can.

  In the engine traveling mode in the forward traveling state, as shown in FIG. 1A, the brake B1 and the low clutch C2 are connected, and the high clutch C1 is disengaged. In this state, the rotation of the engine is changed by the variator 2, and the changed rotation is transmitted to the second sun gear (input element) S <b> 2 of the gear mechanism 4 via the output transmission shaft 13. At this time, in the variator 2, the rotation of the input shaft 5 from the engine is reversed by the power roller 12 and is output to the output transmission shaft 13. Further, the gear mechanism 4 is configured as a reverse gear mechanism with the carrier C being fixed by the brake B1 being locked.

  The rotation of the second sun gear S2, which is the input element, is reversed and decelerated by the reversing gear mechanism 4 and transmitted to the first ring gear (low output element) R1, and the rotation is coupled to the interlocking shaft 17 and the low clutch C2. Is transmitted to the output shaft 6 via. Accordingly, the rotation of the engine is reversed by the toroidal continuously variable transmission 2, and further reversed by the reversing gear mechanism 4, so that the rotation in the same direction as the output shaft of the engine is output from the output shaft 6 on one axis. Then, it is transmitted to the driving wheel of the rear wheel as forward rotation.

  On the other hand, the rotation of the motor 3 is interlocked with the second sun gear input element S2 of the reversing gear mechanism 4 together with the output of the variator 2 from the rotor 3a which is an output portion thereof. The motor 3 assists the engine power and transmits the motor output torque to the output shaft 6 according to the driving situation, and conversely transmits the torque of the output shaft 6 (that is, the engine torque) to the motor 3. The charging mode is switched to the idle mode in which the rotor 3a of the motor 3 rotates freely.

  The engine driving mode in the forward drive state has been described as the low mode in which the low clutch C2 is connected. However, for example, the high mode can be selected depending on the highway driving or the driver's preference. That is, the low clutch C2 is disconnected and the high clutch C1 is connected instead. In this state, the gear mechanism 4 outputs the rotation of the second sun gear S2 as an input element to the second ring gear R2 at a reduction ratio smaller than that of the first ring gear R1, and the second ring gear R2 The rotation is transmitted to the output shaft through the interlocking shaft 19 and the high clutch C1.

  In the engine reverse travel mode, as shown in FIG. 1 (b), the first brake B1 is released and both the low and high clutches C2 and C1 are connected. In this state, the output of the engine is shifted to a relatively low speed by the variator 2, and the low-speed rotation is transmitted to the second sun gear S 2 that is an input element of the gear mechanism 4 via the output transmission shaft 13. In the gear mechanism, the carrier C, which is a fixed element, freely rotates when the brake B1 is released, and the first and second ring gears R1 and R2 rotate integrally when the low and high clutches C2 and C1 are connected. The entire gear mechanism 4 rotates integrally, and the rotation of the second sun gear S2 is transmitted to the output shaft 6 as it is without being reversed.

  Thereby, the rotation of the input shaft 5 from the engine is reversed by the variator 2, and the reverse rotation is directly transmitted to the output shaft 6 as a reverse rotation via the gear mechanism 4. At this time, the reverse travel speed can be changed by appropriately shifting the variator 2 according to the road gradient, the accelerator opening of the driver, and the like. Further, the motor 3 can be driven and the motor torque can be used as the assist torque. Further, instead of the engine, it is also possible to drive the motor 3 and travel backward by the motor 3.

  In the forward low state in the motor travel mode, as shown in FIG. 1C, the brake B1 and the low clutch C2 are connected and the high clutch C1 is disconnected. In this state, the output of the motor 3 is transmitted to the second sun gear S2 that is the input element, decelerated and reversed by the gear mechanism 4, and output from the first ring gear R1 that is the low output element, and further interlocked. It is transmitted to the output shaft 6 via the shaft 17 and the low clutch C2.

  In the forward high state in the motor running mode, as shown in FIG. 1D, the brake B1 and the high clutch C1 are connected and the low clutch C2 is disconnected. In this state, the output of the motor 3 is decelerated and reversed from the second sun gear S2 (input element) and output from the second ring gear R2 which is the high output element, and the interlocking shaft 19 and the high clutch C1 are connected. Is transmitted to the output shaft 6. At this time, the gear ratio between the first and second ring gears R1 and R2 is a small reduction ratio compared to the forward low, and relatively high-speed rotation is transmitted to the output shaft. In the coast state where torque from the drive wheels is transmitted in the engine direction, the torque of the output shaft 6 is accelerated by the gear mechanism 4 and transmitted to the rotor 3a of the motor 3, and the motor 3 serves as a generator. Function to charge the battery.

  In the regenerative mode in which the inertia energy of the vehicle is regenerated as electric energy when the vehicle is in a forward traveling state by the engine traveling mode and the motor traveling mode described above and the vehicle is stopped by the driver's brake operation or when traveling downhill, As shown in FIG. 1 (e), the brake B1 and the low clutch C2 are connected, and the high clutch C1 is released. In this state, the rotation of the output shaft 6 from the drive wheel is reversed / accelerated by the gear mechanism 4 and transmitted from the second sun gear S2 to the rotor 3a of the motor 3. Thereby, the motor 3 functions as a generator and charges a battery. Note that the regeneration mode is not limited to the low mode, and can be similarly applied to the high mode as described above. Further, when the full toroidal continuously variable transmission (variator) 2 is operated in reverse, the holding force of the power roller 12 may be lost. For this reason, the reverse driving force is not applied to the output disk 11 of the variator 2. It is preferable to interpose a clutch on the output transmission shaft.

In general, the hybrid drive device 1 ₁ carried by the motor vehicle, at the time of starting from rest, accelerated to a predetermined speed by the first motor drive mode by connecting the brake B1 and the low clutch C2 (forward low), a predetermined vehicle speed Then, the ignition is activated, the engine is started, and the engine running mode is set. In the engine running mode, the variator 2 is continuously shifted so that the engine has the best fuel consumption characteristics, and the motor 3 is assisted so that the driver has a vehicle speed according to the amount of depression of the accelerator pedal. The variator 2 and the motor 3 are controlled.

  When the driver stops by stepping on the brake, the regeneration mode is set, and the motor (generator) 3 directly regenerates the inertia energy from the output shaft 6. Further, when traveling at high speed on an expressway or the like, the low clutch C2 is disconnected and the high clutch C1 is connected to enter the high mode, and the output from the variator 2 is transmitted to the output shaft 6 with a small reduction ratio. The motor (generator) 3 is charged by the surplus energy of the engine according to the battery charge state (SOC).

Next, a second embodiment that is partly changed along FIGS. 3 and 4 will be described. The hybrid drive device 1 ₂ according to this embodiment from the first embodiment in that the output section 3a of the motor 3 is linked to the first sun gear S1 of the gear mechanism 4 is different. Since the other parts are the same as those in the first embodiment, the same reference numerals as those in FIG.

The present hybrid drive system 1 _2, a rotor 3a of the motor 3 is linked to the first sun gear S1 via the interlocking shaft 20. Therefore, the gear mechanism 4 includes a first input element composed of the second sun gear S2 interlocked with the variator output section 13 and a second input element composed of the first sun gear S1 interlocked with the output section 3a of the motor 3. And a total of five planetary step gears as a fixed element composed of the carrier C, a low output element composed of the first ring gear R1, and a high output element composed of the second ring gear R2.

  The variator output unit 13 and the motor output unit 3a are different from each other in the input elements (S2, S2) as compared to the previous embodiment composed of one input element (S2) to which the variator output unit 13 and the motor output unit 3a are input. In the present embodiment having S1), the degree of freedom of the reduction ratio relative to the motor is greatly improved, torque assist can be performed with a large reduction ratio, and a two-stage reduction ratio with a large step ratio can be obtained. The motor can be downsized.

  In the motor driving mode [FIG. 3 (a)] in the forward drive state and the motor driving mode [FIG. 3 (c), FIG. 3 (d)], the output of the motor 3 is the first sun gear (second gear). Are input to the gear mechanism 4 from S1. In the low mode, a large reversal of the reduction ratio is transmitted from the first ring gear (low output element) R1 of the gear mechanism to the output shaft 6 via the interlocking shaft 17 and the low clutch C2. In the high mode, the reverse / decelerated rotation from the second ring gear (high output element) R2 of the gear mechanism is transmitted to the output shaft 6 via the interlocking shaft 19 and the high clutch C1.

  Therefore, as an assist torque in the engine travel mode or as a main power source in the motor travel mode, the motor 3 transmits a torque amplified by a large reduction ratio to the output shaft 6 in the low mode and is in the high mode. Thus, torque with a step ratio larger than that in the low mode can be transmitted to the output shaft, and an output in an appropriate torque range can be obtained even if the motor 3 is downsized.

  The engine travel mode (forward) [FIG. 3 (a)] The engine travel mode (reverse) [FIG. 3 (b)] and the regenerative mode [FIG. 3 (e)] are the same as in the previous embodiment. Omitted.

It is the schematic and speed diagram which show the hybrid drive device by 1st Embodiment which concerns on this invention, (a) is engine driving mode advance, (b) is engine driving mode reverse, (c) is motor driving mode. Forward low, (d) indicates motor travel mode forward high, and (e) indicates regeneration mode. The figure which shows the action | operation of each clutch in the said 1st Embodiment. It is the schematic and speed diagram which show the hybrid drive device by 2nd Embodiment, (a) is engine driving mode advance, (b) is engine driving mode reverse, (c) is motor driving mode advance low, ( d) Motor drive mode forward high, (e) Regenerative mode. The figure which shows the action | operation of each clutch in the said 2nd Embodiment.

Explanation of symbols

1 ₁ , 1 ₂ Hybrid drive device 2 (Full) Toroidal continuously variable transmission 3 Motor generator 4 Gear mechanism 5 Input shaft 6 Output shaft 13 (13a, 13b) Continuously variable transmission output section (drum-shaped output transmission shaft) , Sleeve-shaped output transmission shaft)
15 Fixing member (mission case)
C Fixing element (carrier)
S1 Second input element (first sun gear)
S2 input element, first input element (second sun gear)
R1 Low output element (first ring gear)
R2 High output element (second ring gear)
C1 High clutch C2 Low clutch B1 Brake

Claims (7)

In the hybrid drive device, in which the driving force of the engine is transmitted to the output shaft via the continuously variable transmission, and the motor / generator is interlocked with the output shaft.
The continuously variable transmission is a toroidal continuously variable transmission having an input shaft for inputting the engine driving force and an output unit for continuously rotating and outputting the rotation of the input shaft;
An input element linked to the output part of the toroidal continuously variable transmission and the output part of the motor / generator, a low output element linked to the output shaft via a low clutch, and a high clutch connected to the output shaft. A gear mechanism having at least a high output element that interlocks with and a fixing element that is interlocked with a fixing member via a brake and can be switched to fixed or free rotation,
The input shaft and output unit of the toroidal-type continuously variable transmission, the motor / generator, the gear mechanism, and the output shaft are arranged on one axis.
A hybrid drive device characterized by that. From the engine side, the toroidal continuously variable transmission, the motor / generator, the gear mechanism, and the output shaft are arranged on one shaft in this order.
The hybrid drive device according to claim 1. The one input element is interlocked with the output part of the toroidal continuously variable transmission and the output part of the motor / generator.
The hybrid drive device according to claim 1 or 2. The gear mechanism is a step pinion gear having a carrier that supports first and second pinions that rotate together,
The fixed element is the carrier, and the input element is a first sun gear meshing with the first pinion or a second sun gear meshing with the second pinion, and the low output element is on the large diameter side A first ring gear that meshes with the first pinion, and the high output element is a second ring gear that meshes with the second pinion on the small diameter side,
The hybrid drive device according to claim 3. The input element has first and second input elements;
The first input element is linked to the output part of the toroidal continuously variable transmission, and the second input element is linked to the output part of the motor / generator.
The hybrid drive device according to claim 1 or 2. The gear mechanism is a step pinion having a carrier that supports first and second pinions that rotate together.
The fixing element is the carrier, and the first input element is one of a first sun gear meshing with the first pinion and a second sun gear meshing with the second pinion; The second input element is the other one of the first and second sun gears, the low output element is a first ring gear meshing with the first pinion on the large diameter side, and the high output element Is a second ring gear meshing with the second pinion on the small diameter side,
The hybrid drive device according to claim 5. The brake interposed between the fixing member and the fixing element is in a locked state and transmits forward rotation to the output shaft;
By releasing the brake and engaging both the low clutch and the high clutch, the rotation of the output part of the toroidal continuously variable transmission is transmitted to the output shaft as a reverse direction.
The hybrid drive device according to claim 1.

Images