JP2010269661A - Power transmission device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device for hybrid vehicles which can interrupt the transmission of a driving force from a motive power synthesizing mechanism to an output shaft by making an engine and the motive power synthesizing mechanism not directly connected. <P>SOLUTION: The power transmission device 1 includes: main input shafts 11, 12, which are selectively connected to the engine 2 and has the same shaft center: gears 17a, 17b, which are selectively connected to a first main input shaft 11; a third main input shaft 15 parallel to the first main input shaft 11; gears 18a, 18b, which are selectively connected to the third main input shaft 15; a gear 20a, which is selectively connected to an output shaft 19 by an output synchronizing clutch SO and engages with the gears 17a, 18a: a gear 19a, which is fixed with the output shaft 19 and engages with the gears 17b, 18b; and the motive power synthesizing mechanism 9, which structures a sun gear 9s connected to the first main input shaft 11, a ring gear 9r connected to an electric motor 3, and a carrier 9c connected to the gear 17a to be mutually rotatable differentially and transmits the synthesized power to the output shaft 19 via the carrier 9c. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor.

  Some hybrid vehicle power transmission devices are capable of synthesizing and transmitting power output from an internal combustion engine and an electric motor to drive wheels, and capable of performing regenerative operation with the electric motor. As such, power input from the output of the internal combustion engine is selectively transmitted to a plurality of shafts arranged coaxially with the output shaft of the internal combustion engine, and output from an output shaft parallel to the output shaft of the internal combustion engine. A method for outputting is conventionally known. For example, the hybrid drive device described in Patent Document 1 is composed of a planetary gear in which an output shaft of an engine is connected to a pinion gear via a carrier, an electric motor is connected to a ring gear, and a first input shaft is connected to a sun gear. Power distribution device is provided. A second input shaft is disposed coaxially with the first input shaft, and a counter shaft is disposed in parallel with the first input shaft. The first and second speed drive gears are fixed to the first input shaft, the second and fourth speed drive gears, and the first and third speed drive gears are fixed to the second input shaft, respectively. Has been. The counter shaft has a first clutch mechanism that selectively connects the second and fourth speed driven gears to the counter shaft, and the first and third speed driven gears are selectively connected to the counter shaft. A second clutch mechanism to be connected is provided.

JP 2007-290677 A

  However, in the hybrid drive device described in Patent Document 1, when starting the engine from the vehicle stopped state, the engine is directly connected to the planetary gear, so that acceleration force is ensured without applying drive force from the electric motor. There is an inconvenience that starting is difficult. Further, when the electric motor performs a regenerative operation when the vehicle is stopped, there is a disadvantage that the driving force from the engine is transmitted to the output shaft. Further, there is a disadvantage that the rotational speed of the electric motor becomes very high when the vehicle travels at a high speed stage.

  The present invention has been made in view of such a background. In a hybrid vehicle power transmission device including an internal combustion engine and an electric motor, the internal combustion engine and the power combining mechanism are not directly connected, and the power combining mechanism is connected to the output shaft. An object of the present invention is to provide a power transmission device for a hybrid vehicle capable of interrupting transmission of driving force.

  The present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor, the internal combustion engine output shaft to which power is input from the internal combustion engine, and the first main main engine. A first main input shaft that is selectively connected to the output shaft of the internal combustion engine by a clutch and a coaxial center with the first main input shaft, and is selectively connected to the output shaft of the internal combustion engine by a second main clutch. The second main input shaft is arranged in parallel with the second main input shaft, and the third main input shaft is always connected to the second main input shaft, and is arranged in parallel with the first main input shaft. And an output shaft for outputting power to the driven part via the counter shaft, and the first main input shaft are coaxially and rotatably provided, and selectively coupled to the first main input shaft by the first clutch First and second drive gears, and the third main input A third drive gear and a fourth drive gear, which are coaxially and rotatably provided on the shaft and selectively connected to the first main input shaft by the second clutch, and are coaxial and rotatable on the output shaft. A first driven gear which is freely provided, is selectively connected to the output shaft by an output synchronous clutch, meshes with the first drive gear and the third drive gear, and is fixed to the output shaft; and the second drive A second driven gear that meshes with the gear and the fourth drive gear; and a power combining mechanism configured such that the first rotating element, the second rotating element, and the third rotating element are differentially rotatable with respect to each other. The rotation element is connected to the first main input shaft, the second rotation element is connected to the first drive gear, the third rotation element is connected to the electric motor, and the second rotation element is the first rotation gear. The power transmitted from the rotating element and the third time The power transmitted from the element is combined and transmitted to the output shaft via the first drive gear and the first driven gear, and the second main clutch is configured to transmit the first power to the internal combustion engine output shaft. Connecting two main input shafts, connecting the fourth drive gear to the third main input shaft by the second clutch, and disconnecting the first driven gear from the output shaft by the output synchronization clutch; To establish a gear position.

  According to the present invention, since the internal combustion engine and the power combining mechanism are not directly connected, when the internal combustion engine is started from the vehicle stop state, the driving force by the electric motor is compared with the hybrid drive device described in Patent Document 1. Therefore, it is possible to perform a good start of the vehicle that secures the acceleration force without adding the motor.

  Further, the first main input shaft is connected to the output shaft of the internal combustion engine by the first main clutch, and the first sub input shaft is connected to the first main input shaft by the first clutch. While inputting into the output shaft of the internal combustion engine, the electric motor is caused to perform a power running operation so that the third rotating element rotates. At this time, the second rotating element of the power combining mechanism is transmitted from the internal combustion engine to the first rotating element via the first main input shaft and the first drive gear, and from the electric motor to the third rotating element. The power is combined and transmitted to the output shaft, and the combined power is output to the driven part.

  Further, in the above state, the power transmitted from the internal combustion engine to the first rotating element can be distributed to the second rotating element and the third rotating element. At this time, power is output to the driven part via the second rotating element, and regenerative operation is performed by the electric motor via the third rotating element. Thus, it can drive | work, performing regeneration operation with an electric motor.

  Furthermore, since the connection between the second rotating element and the output shaft can be interrupted by the output synchronous clutch, the internal combustion engine can be started and regenerative operation can be performed without transmitting power to the output shaft. It is. Further, when the rotational speed of the electric motor is high, it is possible to suppress the rotational speed of the electric motor by cutting off the connection by the output synchronous clutch.

  Furthermore, when the gear position is established, it is possible to suppress an extremely high rotation speed of the electric motor.

  Further, the second main input shaft is connected to the internal combustion engine output shaft by the second main clutch, the fourth drive gear is connected to the third main input shaft by the second clutch, and the first clutch The first drive gear is connected to the first main input shaft by the above, and the gear stage is established by disconnecting the connection between the first driven gear and the output shaft by the output synchronous clutch. In this case, it is preferable that when the rotation speed of the electric motor exceeds a predetermined rotation speed, the connection between the first driven gear and the output shaft is released by the output synchronization clutch.

  In this case, when the gear position is established, it is possible to suppress an extremely high rotation speed of the electric motor.

  Further, in the case where the shift stage is established, when the charge amount of the battery that stores electric energy of the electric motor is lower than a predetermined charge amount, the first main input shaft is connected to the output shaft of the internal combustion engine by the first main clutch. It is preferable that the first drive gear is connected to the first main input shaft by the first clutch while being connected.

  In this case, when the gear position is established, it is possible to suppress an extremely high rotation speed of the electric motor.

  Further, the second main input shaft is connected to the internal combustion engine output shaft by the second main clutch, the fourth drive gear is connected to the third main input shaft by the second clutch, and the first clutch The first drive gear is connected to the first main input shaft by the above, and the gear stage is established by disconnecting the connection between the first driven gear and the output shaft by the output synchronous clutch. In this case, it is preferable that when the rotation speed of the electric motor exceeds a predetermined rotation speed, the connection between the first driven gear and the output shaft is released by the output synchronization clutch.

  In this case, when the shift stage is established, when the charge amount of the battery is low, the battery can be charged by regenerative operation of the electric motor.

  Further, the first main input shaft is connected to the internal combustion engine output shaft by the first main clutch, the second drive gear is connected to the first main input shaft by the first clutch, and the output synchronous clutch It is preferable to establish a gear position by disconnecting the connection between the first driven gear and the output shaft.

  In this case, when the gear position is established, it is possible to suppress an extremely high rotation speed of the electric motor.

  Further, in the case where the shift stage is established, when the charge amount of the battery that stores electric energy of the electric motor is lower than a predetermined charge amount, the first main input shaft is connected to the output shaft of the internal combustion engine by the first main clutch. It is preferable that the third drive gear is connected to the third main input shaft by the second clutch while being connected.

  In this case, when the shift stage is established, when the charge amount of the battery is low, the battery can be charged by regenerative operation of the electric motor.

  The internal combustion engine output shaft and the first main input shaft are connected by the first main clutch, the internal combustion engine stops operating, and the electric motor starts operating, and the internal combustion engine starts operating. In this case, it is preferable that the connection between the first driven gear and the output shaft is cut off by the output synchronous clutch.

  In this case, when the operation of the internal combustion engine is started in the above state, since the driving force of the internal combustion engine is not transmitted to the output shaft, the internal combustion engine can be started without a shock.

  In addition, when the vehicle on which the hybrid vehicle power transmission device is stopped and the internal combustion engine is in operation, the first synchronous gear and the output shaft are output by the output synchronous clutch when the electric motor performs regenerative operation. It is preferable to cut off the connection with.

  In this case, when the electric motor performs the regenerative operation in the above state, the driving force by the electric motor is not transmitted to the output shaft, so that the regenerative operation can be started without a shock.

  Further, it comprises required power setting means for setting required power required for the output shaft, and control means for operating the internal combustion engine and the electric motor according to the required power set by the required power setting means. Is preferred.

  In this case, the control means suitably operates the internal combustion engine and the electric motor, and the required required power can be output from the output shaft.

  The control means operates the internal combustion engine within an appropriate operating range of the internal combustion engine, and compares the power of the internal combustion engine transmitted from the first rotation element to the second rotation element with the required power. When the power of the internal combustion engine is less than the required power, the motor performs a power running operation, and when the power of the internal combustion engine exceeds the required power, the motor is controlled to perform a regenerative operation. It is preferable.

  In this case, since the internal combustion engine operates within the proper operation range, the internal combustion engine can be used suitably, and the fuel consumption and life of the internal combustion engine are good. Furthermore, since the electric motor performs the power running operation or the regenerative operation in accordance with the difference between the power of the internal combustion engine and the required power, the required power can always be output from the output shaft.

  Further, it is preferable that the control means controls the motor to operate at the rated output or the maximum rotational speed when the motor operates exceeding the rated output or the maximum rotational speed.

  In this case, since the electric motor operates at a rated output or lower and a maximum rotational speed or lower, the electric motor can be used suitably, and the life of the electric motor and the like are improved.

  Further, it is preferable that an auxiliary machine is connected to the second main input shaft so that the auxiliary machine can be driven by the driving force of the output shaft of the internal combustion engine.

  In this case, the auxiliary machine can be driven without providing a drive device for the auxiliary machine.

  The power combining mechanism includes, as three single-pinion type rotating elements, a sun gear, a ring gear, and a carrier that rotatably supports a plurality of planetary gears meshed between the sun gear and the ring gear. It is preferable that the first rotating element is the carrier, the second rotating element is the sun gear, and the third rotating element is the ring gear.

  In this case, the power synthesizing mechanism can have a simple configuration, and downsizing and cost reduction are possible. In addition, power can be distributed. In addition, the transmission efficiency can be increased.

1 is a diagram schematically illustrating an overall configuration of a vehicle including a hybrid vehicle power transmission device according to a first embodiment of the present invention. FIG. The figure which shows the operation state in the high speed stage of EV drive mode of a power transmission device. The figure which shows the operation state in the high speed stage of the engine driving mode of a power transmission device. The figure which shows the operation state in the high speed stage of the synthetic | combination driving mode of a power transmission device. An alignment chart for explaining the operation of the power combining mechanism. The figure which shows the operation state in the low speed stage of the engine driving mode of a power transmission device. The figure which shows schematically the structure of the vehicle provided with the power transmission device for hybrid vehicles which concerns on 2nd Embodiment of this invention.

[First Embodiment]
A hybrid vehicle power transmission device 1 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 5.

  First, the configuration of the power transmission device 1 will be described with reference to FIG. The power transmission device 1 is mounted on a hybrid vehicle including an engine 2 that is an internal combustion engine and an electric motor (motor / generator) 3 as power generation sources. The power transmission device 1 is configured to transmit the power (driving force) of the engine 2 and / or the electric motor 3 to a pair of driving wheels 4 and 4 that are driven parts, thereby driving the driving wheels 4 and 4. Has been. Furthermore, the power transmission device 1 can transmit the power of the engine 2 and / or the electric motor 3 not only to the drive wheels 4 and 4 but also to the auxiliary machine 5 mounted on the vehicle so as to drive the auxiliary machine 5. It is configured. The auxiliary machine 5 is, for example, an air conditioner compressor, a water pump, an oil pump, or the like.

  The engine 2 is an internal combustion engine that generates power (torque) by burning fuel such as gasoline, light oil, and alcohol, and has an output shaft 2a for outputting the generated power to the outside. The engine 2 controls the opening degree of a throttle valve (not shown) in an intake passage (not shown) in the same manner as a normal automobile engine (controls the intake air amount of the engine 2), so that the engine 2 can output the output shaft 2a. The power to be output via the is adjusted. Further, a fuel cell may be used in place of the engine 2.

  The electric motor 3 is a three-phase DC brushless motor in this embodiment, and is fixed to the housing around a hollow rotor (rotating body) 3a rotatably supported in a housing (not shown). Stator (stator) 3b. A plurality of permanent magnets are mounted on the rotor 3a, and a coil (armature winding) 3ba for three phases is mounted on the stator 3b. Note that the stator 3b of the electric motor 3 is fixed to a housing provided in a stationary part that is stationary with respect to the vehicle body, such as an exterior case of the power transmission device 1.

  The coil 3ba of the electric motor 3 is electrically connected to a battery (capacitor, secondary battery) 7 serving as a DC power source via a power drive unit (hereinafter referred to as “PDU”) 6 which is a drive circuit including an inverter circuit. It is connected. The PDU 6 is electrically connected to an electronic control unit (hereinafter referred to as “ECU”) 8.

  The ECU 8 is electrically connected to the engine 2 and the like (not shown) in addition to the PDU 6 and controls the operation of the power transmission device 1 including the engine 2 and the electric motor 3. The ECU 8 functions as required power setting means for setting the power required to be transmitted to the drive wheels 4 and 4 from the vehicle speed, the rotation speed of the engine 2, and the like, and responds to the required power set by the required power setting means. Thus, it functions as a control means for driving the engine 2 and the electric motor 3. By controlling the current flowing through the coil 3ba via the PDU 6 by the ECU 8, the power (torque) output from the rotor 3a by the electric motor 3 is adjusted. In this case, by controlling the PDU 6, the electric motor 3 performs a power running operation that generates a power running torque in the rotor 3 a by the electric power supplied from the battery 7, and functions as a motor. That is, the electric power supplied to the stator 3b is converted into motive power and output to the rotor 3a. Further, by controlling the PDU 6, the electric motor 3 generates electric power by rotational energy given to the rotor 3a from the outside, and performs regenerative operation for generating regenerative torque in the rotor 3a while charging the battery 7 with the generated electric energy. Functions as a generator. That is, the power input to the rotor 3a is converted into electric power by the stator 3b.

  The ECU 8 is an electronic circuit unit including a CPU, a RAM, a ROM, an interface circuit, and the like, and controls the operation of the power transmission device 1 by executing a control process defined by a program installed in advance. In this case, as functions realized by the control processing of the ECU 8, in addition to the function of controlling the operation of the electric motor 3 through the PDU 6, the operation of the engine 2 is performed through an actuator for engine control such as an actuator for a throttle valve (not shown). A control function and a function of controlling operations of sleeves of various clutches and various synchronous clutches described later via an actuator or a drive circuit (not shown) are included.

  The power transmission device 1 includes a power combining mechanism 9 for combining the driving force of the engine 2 and the driving force of the electric motor 3.

  A first main input shaft 11 is connected to the output shaft 2a of the engine 2 and is arranged in parallel to the output shaft 2a and to which power from the engine 2 is input via the first main clutch CM1. The first main input shaft 11 extends from the engine 2 side to the electric motor 3 side. The first main input shaft 11 is connected to and disconnected from the output shaft 2a of the engine 2 by the first main clutch CM1.

  The first main clutch CM1 is selectively operated in a connected state and a disconnected state under the control of the ECU 8 so that the output shaft 2a of the engine 2 is connected to or disconnected from the first main input shaft 11. Possible clutch mechanism). When the first main clutch CM1 is operated in the connected state, the first main input shaft 11 is coupled to the output shaft 2a, and power can be transmitted from the output shaft 2a to the first main input shaft 11. Further, when the first main clutch CM1 is operated in the disconnected state, the connection between the first main input shaft 11 and the output shaft 2a is cut off, and the power transmission from the output shaft 2a to the first main input shaft 11 is cut off. .

  A second main input shaft 12 is coaxially arranged with respect to the first main input shaft 11. The second main input shaft 12 is connected to and disconnected from the output shaft 2a of the engine 2 by the second main clutch CM2.

  The second main clutch CM <b> 2 is a clutch mechanism that operates so that the output shaft 2 a of the engine 2 is connected to or disconnected from the second main input shaft 12 under the control of the ECU 8. When the second main clutch CM2 is operated in the connected state, the second main input shaft 12 is coupled to the output shaft 2a, and power transmission from the output shaft 2a to the second main input shaft 12 becomes possible. Further, when the second main clutch CM2 is operated in the disconnected state, the connection between the second main input shaft 12 and the output shaft 2a is cut off, and the power transmission from the output shaft 2a to the second main input shaft 12 is cut off. . The first main clutch CM1 and the second main clutch CM2 are preferably dry clutches, but may be wet clutches. The first main clutch CM1 and the second main clutch CM are disposed adjacent to the first main input shaft 11 in the axial direction.

  An input transmission shaft 13 is disposed in parallel to the second main input shaft 12. The second main input shaft 12 and the input transmission shaft 13 are always coupled via a gear pair 14. The gear pair 14 is configured by meshing a gear 12 a fixed on the second main input shaft 12 and a gear 13 a fixed on the input transmission shaft 13.

  A third main input shaft 15 is arranged in parallel to the input transmission shaft 13 and in parallel to the first main input shaft 11. The third main input shaft 15 and the input transmission shaft 13 are always coupled via a gear pair 16. The gear pair 16 is configured by meshing a gear 15 a fixed on the third main input shaft 15 and the gear 13 a fixed on the input transmission shaft 13.

  The first sub input shaft 17 is coaxially arranged with respect to the first main input shaft 11. The first sub input shaft 17 is disposed closer to the electric motor 3 than the second main input shaft 12. The first main input shaft 11 and the first sub input shaft 17 are connected via a first synchronous clutch (first clutch) S1. The first synchronization clutch S <b> 1 is provided on the first sub input shaft 17, and connects / disconnects the third speed gear (first drive gear) 17 a or the fifth speed gear (second drive gear) 17 b and the first main input shaft 11. Are configured to be switchable. That is, the third speed gear 17a and the fifth speed gear 17b are coaxially and rotatably provided on the first main input shaft 11, and are selectively connected to the first main input shaft 11 by the first synchronization clutch S1.

  The first synchronous clutch S1 is a well-known one such as a synchro clutch, and the third speed gear 17a or the fifth speed gear is obtained by moving the sleeve in the axial direction of the first auxiliary input shaft 17 by an actuator and a shift fork (not shown). 17 b is selectively connected to the first main input shaft 11. When the sleeve moves to the left in the figure, the third speed gear 17a and the first main input shaft 11 are connected. On the other hand, when the sleeve moves to the right side in the figure, the fifth speed gear 17b and the first main input shaft 11 are connected.

  A third sub input shaft 18 is coaxially disposed with respect to the third main input shaft 15. The third main input shaft 15 and the third sub input shaft 18 are connected via a second synchronous clutch (second clutch) S2. The second synchronization clutch S <b> 2 is provided on the third sub input shaft 18, and connects / disconnects the second speed gear (third drive gear) 18 a or the fourth speed gear (fourth drive gear) 18 b and the third main input shaft 15. Are configured to be switchable. That is, the second speed gear 18a and the fourth speed gear 18b are coaxially and rotatably provided on the third main input shaft 15, and are selectively connected to the third main input shaft 15 by the second synchronization clutch S2.

  The second synchronization clutch S2 is a well-known one such as a synchro clutch, and the second-speed gear 18a or the fourth-speed gear is obtained by moving the sleeve in the axial direction of the third auxiliary input shaft 18 by an actuator and a shift fork (not shown). 18 b is selectively connected to the third main input shaft 15. When the sleeve moves to the left in the figure, the second speed gear 18a and the third main input shaft 15 are connected. On the other hand, when the sleeve moves to the right side in the figure, the fourth speed gear 18b and the third main input shaft 15 are connected.

  An output shaft 19 is arranged in parallel to the first main input shaft 11 and the third main input shaft 15. The sub output shaft 20 is coaxially arranged with respect to the output shaft 19. The output shaft 19 and the sub output shaft 20 are connected via an output synchronous clutch SO. The output synchronization clutch SO is provided on the sub output shaft 20 and is configured to be able to switch connection and disconnection between the low speed gear (first driven gear) 20 a and the output shaft 19.

  The output synchronous clutch SO is a well-known one such as a synchro clutch, and the low-speed gear 20a is selectively connected to the output shaft 19 by moving the sleeve in the axial direction of the sub output shaft 20 by an actuator and shift fork (not shown). Connect. When the sleeve is in the position in the figure, the low speed gear 20a and the output shaft 19 are cut. On the other hand, when the sleeve moves to the right side in the figure, the low speed gear 20a and the output shaft 19 are connected.

  The sub output shaft 20 and the first sub input shaft 17 are coupled via a third speed gear pair 21. The third speed gear pair 21 is configured by meshing a low speed gear 20 a fixed on the sub output shaft 20 and a third speed gear 17 a fixed on the first sub input shaft 17. Further, the sub output shaft 20 and the third sub input shaft 18 are coupled via a second speed gear pair 22. The second speed gear pair 22 is configured by meshing a low speed gear 20 a fixed on the sub output shaft 20 and a second speed gear 18 a fixed on the third sub input shaft 18.

  The output shaft 19 and the first auxiliary input shaft 17 are coupled via a fifth speed gear pair 23. The fifth speed gear pair 23 is configured by meshing a high speed gear (second driven gear) 19 a fixed on the output shaft 19 and a fifth speed gear 17 b fixed on the first auxiliary input shaft 17. . Further, the output shaft 19 and the third auxiliary input shaft 18 are coupled via a fourth speed gear pair 24. The fourth speed gear pair 24 is configured by meshing a high speed gear 19 a fixed on the output shaft 19 and a fourth speed gear 18 b fixed on the third auxiliary input shaft 18.

  A final gear 19 b is fixed on the output shaft 19. Both end portions of the output shaft 19 are rotatably supported by bearings (not shown).

  The power combining mechanism 9 is provided inside the electric motor 3. Note that a part or all of the rotor 3a, the stator 3b, and the coil 3ba constituting the electric motor 3 are arranged so as to overlap the power combining mechanism 9 in a direction (circumferential direction) orthogonal to the axial direction of the first main input shaft 11. As a result, the power transmission device 1 can be reduced in size, which is preferable.

  The power combining mechanism 9 is configured by a differential device that can differentially rotate the first rotating element, the second rotating element, and the third rotating element. In the present embodiment, the differential device constituting the power combining mechanism 9 is a single pinion type planetary gear device, and includes three rotating elements, a sun gear (first element) 9s, a ring gear (third element) 9r, and the like. Between the sun gear 9s and the ring gear 9r, a carrier (second element) 9c that rotatably supports a plurality of planetary gears 9p meshed with the gears 9r and 9s is provided coaxially. As is well known, these three rotating elements 9s, 9r, and 9c can transmit power to each other, and maintain a constant collinear relationship between their rotational speeds (rotational speeds). Rotate while.

  The sun gear 9 s is fixed to one end of the first main input shaft 11 on the electric motor 3 side so as to rotate in conjunction with the first main input shaft 11, and is connected to the first main input shaft 11. The ring gear 9r is connected to the inside of the rotor 3a so as to rotate in conjunction with the rotor 3a of the electric motor 3. The carrier 9 c is fixed to one end of the first sub input shaft 17 on the motor 3 side so as to rotate in conjunction with the first sub input shaft 17, and is connected to the first sub input shaft 17.

  Further, the input shaft 5 a of the auxiliary machine 5 is arranged in parallel to the second main input shaft 12. The second main input shaft 12 and the input shaft 5 a of the auxiliary machine 5 are coupled via a belt mechanism 25. The belt mechanism 25 is configured by connecting a gear 12b fixed on the second main input shaft 12 and a gear 5b fixed on the input shaft 5a via a belt 25a. An auxiliary clutch 26 is interposed on the input shaft 5 a of the auxiliary machine 5, and the gear 5 b and the input shaft 5 a of the auxiliary machine 5 are connected coaxially via the auxiliary machine clutch 26.

  The auxiliary machine clutch 26 is a clutch that operates so as to connect or disconnect between the gear 5 b and the input shaft 5 a of the auxiliary machine 5 under the control of the ECU 8. In this case, when the auxiliary machine clutch 26 is operated in the connected state, the gear 5b and the input shaft 5a of the auxiliary machine 5 are coupled via the auxiliary machine clutch 26 so as to rotate integrally with each other. Further, when there is a state where the air conditioner or the like is not driven, and the auxiliary device clutch 26 is operated in a disconnected state, the coupling between the gear 5b by the auxiliary device clutch 26 and the input shaft 5a of the auxiliary device 5 is established. Canceled. In this state, power transmission to the second main input shaft 12 and the input shaft 5a of the auxiliary machine 5 is interrupted. Although not shown, if pressure is accumulated in the pressure accumulator, it can function as an oil pump even when it cannot be driven.

  As a configuration after the final gear 19b, for example, a counter shaft 27 is arranged in parallel to the output shaft 19. The output shaft 19 and the counter shaft 27 are coupled via a counter gear pair 28. The counter gear pair 28 is configured by meshing a final gear 19 b fixed on the output shaft 19 and a gear 27 a fixed on the counter shaft 27.

  The counter shaft 27 is connected to the drive wheels 4 and 4 via a differential gear unit 29 between the drive wheels 4 and 4. The differential gear unit 29 includes a gear case 29a containing a side gear (not shown) connected to the drive wheels 4 and 4 via axles 30 and 30, respectively, and a gear 29b fixed to the outer periphery of the gear case 29a. A gear 27 b fixed on the counter shaft 27 is meshed with the gear 29 b of the differential gear unit 29. Accordingly, the counter shaft 27 is connected to the drive wheels 4 and 4 via the differential gear unit 29 so as to rotate in conjunction with the drive wheels 4 and 4. A parking gear 27c that meshes with a gear of a parking mechanism (not shown) is also fixed on the counter shaft 27. Both end portions of the counter shaft 27 are rotatably supported by bearings (not shown).

  Further, the input transmission shaft 13 is provided with a reverse gear 13 b that is rotatable on the input transmission shaft 13. Although not shown, the input transmission shaft 13 and the counter shaft 27 are coupled via a reverse gear pair. The reverse gear pair is configured by meshing a reverse gear 13 b fixed on the input transmission shaft 13 and a gear 27 d fixed on the counter shaft 27.

  The input transmission shaft 13 is provided with a reverse synchronization clutch SR that can switch between connection and disconnection of the reverse gear 13b and the input transmission shaft 13. The reverse synchronization clutch SR is a well-known one and connects and disconnects the reverse gear 13b and the input transmission shaft 13 by moving the sleeve in the axial direction of the input transmission shaft 13 by an actuator and a shift fork (not shown). . When the sleeve is in the position shown in the figure, the reverse gear 13b and the input transmission shaft 13 are disconnected. When the sleeve moves to the left in the figure, the reverse gear 13b and the input transmission shaft 13 are connected.

  When the reverse gear 13b and the input transmission shaft 13 are connected by the reverse synchronization clutch SR, the output shaft 2a rotates in the direction of rotation (hereinafter referred to as “forward rotation direction”) when the engine 2 is driven (hereinafter referred to as “forward rotation”). The rotation of the second main input shaft 12 is reversed and transmitted to the counter shaft 27, and the counter shaft 27 rotates in a direction opposite to the forward rotation direction (hereinafter referred to as “reverse rotation direction”) (hereinafter referred to as “reverse rotation”). To do "). Therefore, when the reverse gear 13b and the input transmission shaft 13 are connected by the reverse synchronization clutch SR, when the output shaft 2a of the engine 2 is rotating forward, the axles 30 and 30 are reversed, and the drive wheels 4 and 4 are connected to the vehicle. Rotate in the direction to retract. On the other hand, when the connection between the reverse gear 13b and the input transmission shaft 13 is cut off, when the output shaft 2a of the engine 2 is rotating forward, the axles 30 and 30 rotate forward and the drive wheels 4 and 4 drive the vehicle. Rotate in the forward direction.

  In the power transmission device 1 configured as described above, the power output from the output shaft 2a of the engine 2 is the first synchronization when the first main clutch CM1 is in the connected state (hereinafter referred to as “ON state”). The power is transmitted to the output shaft 19 via a power transmission path corresponding to the state of the clutch S1. Specifically, when the first synchronization clutch S1 is in the third speed established state, the first main clutch 11 can be transmitted to the output shaft 19 via the third speed gear pair 21. When the first synchronous clutch S1 is in the fifth speed established state, the first main input shaft 11 is transmitted to the output shaft 19 via the fifth speed gear pair 23. On the other hand, when the second main clutch CM2 is in the ON state, the second main clutch CM2 is transmitted to the output shaft 19 via the power transmission path corresponding to the state of the second synchronous clutch S2. Specifically, when the second synchronous clutch S2 is in the second speed established state, the second main input shaft 12 to the gear pair 14, the input transmission shaft 13, the gear pair 16, the third main input shaft 15 and the second speed gear. It is transmitted to the output shaft 19 through the pair 22. When the second synchronization clutch S2 is in the fourth speed stage established state, the second main input shaft 12 through the gear pair 14, the input transmission shaft 13, the gear pair 16, the second main input shaft 12 and the fourth speed gear pair 24. It is transmitted to the output shaft 19. As described above, when either the first main clutch CM1 or the second main clutch CM2 is in the ON state, the second speed to the fifth speed is set according to the setting state of the first synchronization clutch S1 or the second synchronization clutch S2. It is possible to travel using only the engine 2 as a drive source at a total of four forward speeds.

  When the first main clutch CM1 is in the ON state, the power output from the output shaft 2a of the engine 2 is input from the sun gear 9s to the power combining mechanism 9 via the first main input shaft 11. When the first and second synchronous clutches S1 and S2 are both in the disconnected state (hereinafter referred to as “OFF state”) and the output synchronous clutch SO is in the ON state, the power input to the power combining mechanism 9 is It is transmitted to the output shaft 19 via the carrier 9 c, the first auxiliary input shaft 17 and the third speed gear pair 21. At this time, the speed reduction ratio is larger than the speed reduction ratio at the second speed stage, and a pseudo first speed stage can be obtained. As a result, a total of five forward speeds including the pseudo first speed stage can be performed using only the engine 2 as a drive source.

  Further, when the first main clutch CM1 is in the ON state and the first synchronous clutch S1 is in the third speed established state, the power output from the output shaft 2a of the engine 2 is the first main input shaft 11, The power is input from the carrier 9 c to the power combining mechanism 9 through the one sub input shaft 17. The power output from the electric motor 3 is also input to the power combining mechanism 9 via the ring gear 9r.

  When the second main clutch CM2 is in the ON state and the reverse synchronization clutch SR is in the ON state, the power output from the output shaft 2a of the engine 2 is the second main input shaft 12, the gear pair 14, and the input transmission shaft 13. And, it is input to the output shaft 19 through the pair of reverse gears, and the output shaft 19 is reversely rotated. As a result, reverse travel is possible using only the engine 2 as a drive source.

  The power output from the carrier 9c of the power combining mechanism 9 is the second sub input shaft 17, 3 when the first synchronous clutch S1 is in the third speed established state and the output synchronous clutch SO is in the connected state. It is transmitted to the output shaft 19 via the speed gear pair 21 and the auxiliary output shaft 20. The power output from the power combining mechanism 9 also assists the power transmitted from the engine 2 to the output shaft 19 without going through the power combining mechanism 9. Further, the power can be output from the power combining mechanism 9 only by stopping the engine 2 and using only the driving force of the electric motor 3. When the ring gear 9r is reversely rotated, the regenerative operation is performed by the electric motor 3.

  Next, operation | movement of the power transmission device 1 of this embodiment is demonstrated. The operation mode of the power transmission device 1 has various operation modes.

  In the present embodiment, the main modes of the vehicle are an engine (E) mode in which only the engine 2 is a power generation source of the vehicle, an EV mode in which only the motor 3 is a power generation source of the vehicle, and the engine 2 and the motor 3. And a combination (E / M) mode in which power is combined by driving both of the above. The synthesis mode includes an assist mode in which the power output from the engine 2 and the electric motor 3 is combined and used as a power source, and a regeneration mode in which the output of the engine 2 is distributed to the electric motor 3 and the electric motor 3 performs a regenerative operation. . In the regeneration mode, the battery 7 is charged by the regeneration operation of the electric motor 3. In the EV mode, the electric energy stored in the battery 7 is consumed and the electric motor 3 outputs power.

  In the present embodiment, the ECU 8 sets the required power (required driving force) of the vehicle using a predetermined map or the like based on the accelerator operation amount, the vehicle speed, etc. of the vehicle. Select. Further, the ECU 8 controls the power transmission device 1 according to the selected mode, gear position, and the like.

  For example, the ECU 8 outputs power that is output from the engine 2 and input to the power combining mechanism 9 when the engine 2 is operated in an appropriate driving region, for example, a region where fuel efficiency is good (hereinafter referred to as “appropriate driving power”). When is less than the required power, the assist mode is selected. At this time, the ECU 8 controls the power to be supplied from the battery 7 for the shortage with respect to the required power. However, in order to compensate for the shortage, when it is necessary to operate the motor 3 beyond the rated output or the maximum rotational speed, the motor 3 is operated at the rated output or the maximum rotational speed and the output of the engine 2 is increased. Further, when the appropriate driving power exceeds the required power, the ECU 8 selects the regenerative mode, and charges the battery 7 with the differential power (energy) excluding transmission loss due to gears and the like. Even when the charge level (SOC) of the battery 7 is lower than the predetermined charge level, the ECU 8 selects the regenerative mode and increases the output of the engine 2 in order to promote charging of the battery 7.

  Hereinafter, an example of the operation mode transition of the power transmission device 1 will be described. In the following description, the ECU 8 performs operation control of the engine 2 and the electric motor 3, and state setting control of various clutches and various synchronous clutches.

[From EV standby mode to pseudo first gear start mode]
FIG. 2 shows a transition state of the power transmission device 1 from the EV standby mode to the pseudo low start mode. Note that the arrows in the columns in the tables of FIGS. 2 to 5 are the same as those in the left column and indicate that they have not changed.

  In the third speed stage of the EV standby mode, the first main clutch CM1, the second main clutch CM2, the second synchronization clutch S2, and the reverse synchronization clutch SR are in the OFF state, and the first synchronization clutch S1 is in the third speed stage established state. The synchronous clutch SO is set to the ON state, the engine 2 is set to the operation stop state, and the electric motor 3 is set to the operation preparation state.

  When the vehicle is started from this state, the output synchronization clutch SO is set to the OFF state, and the connection between the first sub input shaft 17 and the output shaft 19 is disconnected. Then, after setting the first main clutch CM1 to the ON state and connecting the output shaft 2a of the engine 2 and the first main input shaft 11, the engine 2 is started and the output synchronous clutch SO is set to the ON state. . The rotor 3a of the electric motor 3 once rotates forward due to the rotation of the engine 2, but thereafter, when the rotation of the engine 2 becomes steady, the rotor 3a stops and enters a neutral state. Then, after setting the first synchronous clutch S1 to the OFF state and the output synchronous clutch SO to the connected state, and then setting the first main clutch CM1 to the ON state, the vehicle starts at the pseudo first gear.

  As described above, since the output synchronous clutch SO that can cut off the connection between the first auxiliary input shaft 17 and the output shaft 19 to which the carrier 9c is connected is provided, there is no need to lock the carrier 9c and there is a shock. And a pseudo first gear start can be performed.

[Power generation in neutral state]
FIG. 3 shows a transition state of the power transmission device 1 from the engine travel mode to the neutral power generation state. In the first speed pre-second speed in the engine running mode, the first main clutch CM1 and the output synchronous clutch SO are in the ON state, the second main clutch CM2, the first synchronous clutch S1 and the reverse synchronous clutch SR are in the OFF state, The two-synchronization clutch S2 is set to the second speed established state, the engine 2 is set to the normal rotation state, and the electric motor 3 is set to the reverse rotation state.

  From this state, when the output synchronous clutch SO is set to the OFF state and the connection between the first auxiliary input shaft 17 and the output shaft 19 is cut off, all transmission of the driving force to the output shaft 19 is cut off, and the neutral It becomes a state. At this time, the sun gear 9s is rotating forward along with the normal rotation of the first main input shaft 11, and accordingly the carrier 9c and the ring gear 9r are rotating forward, and the rotor 3a of the motor 3 fixed to the ring gear 9r is rotating forward. .

  When the first synchronous clutch S1 is set to the third speed established state, the power from the carrier 9c can be transmitted to the output shaft 19, and when the engine 2 generates torque in the forward direction, the motor 3 is moved in the reverse direction. Torque acts, and electric power is generated by the electric motor 3.

  As described above, since the output synchronous clutch SO capable of disconnecting the connection between the first auxiliary input shaft 17 and the output shaft 19 to which the carrier 9c is connected is provided, the first synchronous clutch S1 is set to the third speed established state. In this state, power generation can be performed without shock.

[Engine driving mode and E / V driving mode]
FIG. 4A shows the transition state of the power transmission device 1 in the engine travel mode and the E / V travel mode at the fourth speed. In the 4-speed pre-third speed in the E / V traveling mode, the second main clutch CM2 and the output synchronization clutch SO are in the ON state, the first main clutch CM1 and the reverse synchronization clutch SR are in the OFF state, and the first synchronization clutch S1 Is set to the third gear stage established state, the second synchronous clutch S2 is set to the fourth gear stage established state, the electric motor 3 is set to the normal rotation state, and the engine 2 is set to the normal rotation state. At this time, as shown in the alignment chart of FIG. 4B, torque synthesis (power synthesis) of the engine 2 and the electric motor 3 is performed. In FIG. 4, the forward rotation direction is represented by “+”, and the reverse rotation direction is represented by “−”.

  Specifically, the torque Te from the engine 2 includes the second main input shaft 12, the gear pair 14, the input transmission shaft 13, the gear pair 16, the third main input shaft 15, the third auxiliary input shaft 17, and the fourth speed gear pair. 24 to the output shaft 19. On the other hand, torque Ts is input from the engine 2 to the sun gear 9 s via the first main input shaft 11. Therefore, the torque of the engine 2 that contributes to the rotation of the output shaft 19 is Te−Ts. At this time, the ring gear 9r is rotating forward, and the electric motor 3 is subjected to torque Tm in the reverse rotation direction to generate electric power. In the power combining mechanism 9, the torque Tc is output from the carrier 9 c according to the torque balance with the virtual fulcrum as a fulcrum. Then, the torque Tr that is the sum of the torque Te−Ts and the torque Tc rotates the output shaft 19. However, at this time, the rotation speed of the ring gear 9r, that is, the electric motor 3, is high.

  Therefore, when the vehicle speed is higher than the third speed range and the acceleration request is so high that it is not necessary to select the fifth speed stage, the output synchronous clutch SO is turned off while releasing the torque of the motor 3 from this state. The state is set, the connection between the first sub input shaft 17 and the output shaft 19 is cut off, the transmission of the driving force from the output shaft 19 to the electric motor 3 is cut off, and the vehicle travels only with the driving force of the engine 2. Then, the first main clutch CM <b> 1 is set to the ON state by matching the rotation speed of the electric motor 3 with the rotation speed of the first main input shaft 11.

  Then, the rotational speed of the electric motor 3 becomes the same as the rotational speed of the first main input shaft 11 and becomes low, and power is generated because the torque in the reverse rotational direction acts on the electric motor 3. In this way, by turning off the output synchronization clutch SO and disconnecting the connection between the output shaft 19 and the electric motor 3, it is possible to suppress the rotation speed of the electric motor 9 from increasing.

  When the charging level of the battery 7 is lower than the predetermined level, the charging of the battery 7 is promoted with the output synchronous clutch SO being set to the ON state.

[Engine driving mode and E / V driving mode]
FIG. 5 shows a transition state of the power transmission device 1 in the engine travel mode and the E / V travel mode at the fifth gear. In the fifth speed pre-fourth speed in the E / V traveling mode, the first main clutch CM1 is in the ON state, the first main clutch CM1, the output synchronization clutch SO, and the reverse synchronization clutch SR are in the OFF state, and the first synchronization clutch S1 Is set to the fifth gear stage established state, the second synchronous clutch S2 is set to the fourth gear stage established state, and the engine 2 is set to the normal rotation state. As a result, the power from the engine 2 is transmitted to the output shaft 19 via the first main input shaft 11 and the fifth gear pair 23. And since the 1st synchronous clutch S1 is set to the 5th speed established state, the connection of the electric motor 3 and the output shaft 19 is interrupted | blocked. On the other hand, the power from the engine 2 causes the sun gear 9s to rotate forward via the first main input shaft 11, whereby the electric motor 3 rotates forward and the rotational speed increases, but no torque is generated.

  Then, when the acceleration request is low and the fifth speed traveling is continued, or when the charge level of the battery 7 is lower than the predetermined level, the second synchronization clutch S2 is turned off from this state to the second speed finalized state. Set. Thereafter, the second main clutch CM2 is set to the ON state.

  Then, the power from the engine 2 is supplied from the second main input shaft 12, the gear pair 16, the third main input shaft 15, the third sub input shaft 18, the second speed gear pair 22, the sub output shaft 20, and the third speed gear pair 21. And transmitted to the carrier 9 c via the first auxiliary input shaft 17. Therefore, the number of rotations of the electric motor 3 is lowered, and power generation is also performed because torque in the reverse rotation direction acts on the electric motor 3. Thus, by connecting the engine 2 and the electric motor 3 via the sub output shaft 20 in the idle state, it is possible to suppress an increase in the rotational speed of the electric motor 9 and to generate power.

[Second Embodiment]
A hybrid vehicle power transmission device 51 according to a second embodiment of the present invention will be described with reference to FIG. Since the configuration after the counter shaft 27 is the same as that in FIG. 1, it is omitted in FIG.

  Since the power transmission device 51 is similar to the power transmission device 1, only a different configuration will be described. Similar to the power transmission device 1, the power transmission device 51 secures a shift of five forward speeds and one reverse speed.

  The power transmission device 51 includes first to fourth wet clutches C1 to C4 as clutches instead of the first and second synchronization clutches S1 and S2 provided in the power transmission device 1.

  The output shaft 2a of the engine 2 is connected to a first main input shaft 52 to which driving force from the engine 2 is input via the first main clutch CM1.

  A third main input shaft 53 is arranged in parallel to the input transmission shaft 13. The third main input shaft 53 and the input transmission shaft 13 are coupled via a gear pair 54. The gear pair 54 is configured by meshing a gear 53 a fixed on the third main input shaft 53 and a gear 13 a fixed on the input transmission shaft 13.

  Two sub input shafts, that is, a first sub input shaft 55 and a second sub input shaft 56 are arranged adjacent to each other coaxially with respect to the first main input shaft 52. The first main input shaft 52 and the first sub input shaft 55 are arranged to be connected via a first wet clutch (first clutch) C1 or to be able to transmit via a planetary gear. The first main input shaft 52 and the second sub input shaft 56 are connected via a second wet clutch (first clutch) C2. The first wet clutch C1 and the second wet clutch C2 are disposed adjacent to the first main input shaft 52 in the axial direction.

  The first wet clutch C <b> 1 is a clutch mechanism that operates such that the first main input shaft 52 is connected to or disconnected from the first sub input shaft 55 under the control of the ECU 8. The second wet clutch C <b> 2 is a clutch mechanism that operates so that the first main input shaft 52 is connected to or disconnected from the second auxiliary input shaft 56 under the control of the ECU 8. In this case, when the first wet clutch C <b> 1 is operated in the connected state, the first sub input shaft 55 is connected to the first main input shaft 52. In this state, only power transmission from the first main input shaft 52 to the first sub input shaft 55 is possible, and power transmission from the first main input shaft 52 to the second sub input shaft 56 is interrupted. Further, when the second wet clutch C <b> 2 is operated in the connected state, the second auxiliary input shaft 56 is connected to the first main input shaft 52. In this state, power transmission from the first main input shaft 52 to the second sub input shaft 56 is possible, and power transmission from the first main input shaft 52 to the first sub input shaft 55 is suppressed. Note that neither the first wet clutch C1 nor the second wet clutch C2 operates in the connected state, and only one of the first wet clutch C1 and the second wet clutch C2 selectively operates in the connected state.

  For the third main input shaft 53, two sub input shafts, that is, a third sub input shaft 57 and a fourth sub input shaft 58 are arranged adjacent to each other coaxially. The third main input shaft 53 and the third sub input shaft 57 are arranged to be connected via a third wet clutch (second clutch) C3 or to be able to transmit via a planetary gear. The third main input shaft 53 and the fourth sub input shaft 58 are connected via a fourth wet clutch (second clutch) C4. The third wet clutch C3 and the fourth wet clutch C4 are disposed adjacent to the third main input shaft 53 in the axial direction.

  The third wet clutch C <b> 3 is a clutch mechanism that operates so that the third main input shaft 53 is connected to or disconnected from the third sub input shaft 57 under the control of the ECU 8. The fourth wet clutch C <b> 4 is a clutch mechanism that operates so that the third main input shaft 53 is connected to or disconnected from the fourth sub input shaft 58 under the control of the ECU 8. In this case, when the third wet clutch C3 is operated in the connected state, the third auxiliary input shaft 57 is connected to the third main input shaft 53. In this state, only power transmission from the third main input shaft 53 to the third sub input shaft 57 is possible, and power transmission from the third main input shaft 53 to the fourth sub input shaft 58 is interrupted. Further, when the fourth wet clutch C <b> 4 is operated in the connected state, the fourth sub input shaft 58 is connected to the third main input shaft 53. In this state, power can be transmitted from the third main input shaft 53 to the fourth sub input shaft 58, and power transmission from the third main input shaft 53 to the third sub input shaft 57 is suppressed. Note that neither the third wet clutch C3 nor the fourth wet clutch C4 operates in the connected state, and only one of the third wet clutch C3 and the fourth wet clutch C4 selectively operates in the connected state.

  The sub output shaft 20 and the first sub input shaft 55 are coupled via a third speed gear pair 59. The third speed gear pair 59 is configured by meshing a low speed gear 20a fixed on the sub output shaft 20 and a third speed gear (first drive gear) 55a fixed on the first sub input shaft 55. Yes. Further, the sub output shaft 20 and the third sub input shaft 57 are coupled via a second speed gear pair 60. The second speed gear pair 60 is configured by meshing a low speed gear 20a fixed on the sub output shaft 20 and a second speed gear (third drive gear) 57a fixed on the third sub input shaft 57. Yes.

  The output shaft 19 and the second auxiliary input shaft 56 are coupled via a fifth speed gear pair 61. The 5-speed gear pair 61 is configured by meshing a high-speed gear 19 a fixed on the output shaft 19 and a 5-speed gear (second drive gear) 56 a fixed on the second auxiliary input shaft 56. . Further, the output shaft 19 and the fourth sub input shaft 58 are coupled via a fourth speed gear pair 62. The fourth speed gear pair 62 is configured by meshing a high speed gear 19 a fixed on the output shaft 19 and a fourth speed gear (fourth drive gear) 58 a fixed on the fourth sub input shaft 58. . That is, the 3rd speed gear 55a and the 5th speed gear 57a are coaxially and rotatably provided on the first main input shaft 52, and selectively selected by the first and second wet clutches C1 and C2. Concatenated with The second speed gear 57a and the fourth speed gear 58a are coaxially and rotatably provided on the third main input shaft 53, and are selectively connected to the third main input shaft 53 by third and fourth wet clutches C3 and C4. The

  In the power transmission device 51 configured as described above, the power output from the output shaft 2a of the engine 2 is the state of the first and second wet clutches C1 and C2 when the first main clutch CM1 is in the ON state. Is transmitted to the output shaft 19 via a power transmission path corresponding to the above. Specifically, when the first wet clutch C1 is in the ON state, it can be transmitted from the first main input shaft 52 to the output shaft 19 via the third speed gear pair 59. When the second wet clutch C <b> 2 is in the ON state, it is transmitted from the first main input shaft 52 to the output shaft 19 through the fifth speed gear pair 61. On the other hand, when the second main clutch CM2 is in the ON state, the second main clutch CM2 is transmitted to the output shaft 19 via the power transmission path according to the states of the third and fourth wet clutches C3 and C4. Specifically, when the third wet clutch C3 is in the ON state, the gear pair 14, the input transmission shaft 13, the gear pair 54, the third main input shaft 53, and the second speed gear pair 60 are connected from the second main input shaft 12. To the output shaft 19. When the fourth wet clutch C4 is in the ON state, the output shaft 19 from the second main input shaft 12 through the gear pair 14, the input transmission shaft 13, the gear pair 54, the second main input shaft 53, and the fourth speed gear pair 62. Is transmitted to. As described above, when either the first main clutch CM1 or the second main clutch CM2 is in the ON state, the total of the second to fifth gears is determined according to the setting state of the first to fourth wet clutches C1 to C4. It is possible to travel using only the engine 2 as a drive source at the fourth speed.

  When the first main clutch CM1 is in the ON state, the power output from the output shaft 2a of the engine 2 is input from the sun gear 9s to the power combining mechanism 9 via the first main input shaft 11. When the second main clutch CM2 is in the ON state and the first wet clutch C1 is in the ON state, the power output from the output shaft 2a of the engine 2 passes through the first main input shaft 52 and the first sub input shaft 55. Via the carrier 9c. The power output from the electric motor 3 is also input to the power combining mechanism 9 via the ring gear 9r.

  The power output from the carrier 9c of the power combining mechanism 9 is such that when the first wet clutch C1 is in the ON state and the output synchronous clutch SO is in the connected state, the first auxiliary input shaft 55, the third gear pair 59 and the auxiliary output shaft 20 are transmitted to the output shaft 19. The power output from the power combining mechanism 9 also assists the power transmitted from the engine 2 to the output shaft 19 without going through the power combining mechanism 9. Further, power can be output from the power combining mechanism 9 only by the driving force of the electric motor 3 without driving the engine 2. When the ring gear 9r is reversely rotated, the regenerative operation is performed by the electric motor 3.

  Since the operation mode of the power transmission device 51 has the same operation mode as that of the power transmission device 1, the description thereof is omitted.

  The power transmission device according to the present invention is not limited to the one described above. For example, in each of the above embodiments, the case where the first main input shafts 11 and 52 are connected to the sun gear 9s has been described. However, the second main input shaft 12 may be connected to the sun gear 9s.

  Further, the case where the low speed gear (third speed gear) 55 a is arranged on the first sub input shaft 55 and the high speed gear (fifth speed gear) 56 a is arranged on the second sub input shaft 56 has been described. However, a high speed gear may be disposed on the first sub input shaft 55 and a low speed gear may be disposed on the second sub input shaft 56. Further, odd-numbered gears 17a, 17b, 55a, 56a are provided on the first auxiliary input shafts 17, 55 and the second auxiliary input shaft 56, and even-numbered gears are provided on the third auxiliary input shafts 18, 57 and the fourth auxiliary input shaft 58. A case has been described in which the gears 18a, 18b, 57a, and 58a are arranged. However, even-numbered gears are arranged on the first auxiliary input shafts 17 and 55 and the second auxiliary input shaft 56, and odd-numbered gears are arranged on the third auxiliary input shafts 18 and 57 and the fourth auxiliary input shaft 58, respectively. May be.

  Further, although the case where the power combining mechanism 9 is configured by a single pinion type planetary gear device has been described, a differential device other than the planetary gear device may be used. Further, the case where the first main input shafts 11 and 52 are connected to the sun gear 9s, the first auxiliary input shafts 17 and 55 are connected to the carrier 9c, and the rotor 3a of the electric motor 3 is connected to the ring gear 9r, respectively. However, these connections are not limited to these, and the connections may be changed. The power combining mechanism 9 may be a double pinion type planetary gear device or an electromagnetic clutch type differential device.

  DESCRIPTION OF SYMBOLS 1,51 ... Power transmission device, 2 ... Engine (internal combustion engine), 2a ... Engine output shaft (internal combustion engine output shaft), 3 ... Electric motor, 3a ... Rotor (rotary body), 3b ... Stator (stator), 3ba DESCRIPTION OF SYMBOLS ... Coil (armature winding), 4 ... Drive wheel (driven part), 5 ... Auxiliary machine, 7 ... Battery (electric storage device), 8 ... ECU (required power setting means, control means), 9 ... Power composition mechanism, 9c: Carrier (second rotating element), 9p: Planetary gear, 9r ... Ring gear (third rotating element), 9s ... Sun gear (first rotating element), 11, 52 ... First main input shaft, 12 ... Second main input Shaft, 13 ... Input transmission shaft, 13b ... Reverse gear, 14 ... Gear pair, 15, 53 ... Third main input shaft, 16,54 ... Gear pair, 17,55 ... First auxiliary input shaft, 17a, 55a ... 3 Speed gear (first drive gear), 56 ... second auxiliary input shaft, 17b, 56a 5th speed gear (second drive gear), 18, 57 ... 3rd sub input shaft, 18a, 57a ... 2nd speed gear (3rd drive gear), 58 ... 4th sub input shaft, 18b, 58a ... 4th speed gear ( 4th drive gear), 19 ... output shaft, 19a ... high speed gear (second driven gear), 20 ... sub output shaft, 20a ... low speed gear (first driven gear), 21, 59 ... third speed gear pair, 22, 60 ... 2nd gear pair, 23, 61 ... 5th gear pair, 24, 62 ... 4th gear pair, 27 ... Counter shaft, 29 ... Differential gear unit, 30 ... Axle, C1 ... First wet clutch (first Clutch), C2 ... second wet clutch (first clutch), C3 ... third wet clutch (second clutch), C4 ... fourth wet clutch (second clutch), CM1 ... first main clutch (first main clutch) ), CM2 ... second main clutch (second main clutch), S1 ... first synchronous clutch Pitch (first clutch), S2 ... second synchronizing clutch (second clutch), SO ... output synchronizing clutch, SR ... recession synchronized clutch.

Claims (10)

A power transmission device for a hybrid vehicle comprising an internal combustion engine and an electric motor,
An internal combustion engine output shaft to which power is input from the internal combustion engine;
A first main input shaft disposed in parallel with the internal combustion engine output shaft and selectively coupled to the internal combustion engine output shaft by a first main clutch;
A second main input shaft disposed coaxially with the first main input shaft and selectively coupled to the output shaft of the internal combustion engine by a second main clutch;
A third main input shaft that is disposed in parallel with the second main input shaft and is always connected to the second main input shaft;
An output shaft that is arranged in parallel with the first main input shaft and outputs power to the driven part via the counter shaft;
A first drive gear and a second drive gear which are coaxially and rotatably provided on the first main input shaft and are selectively coupled to the first main input shaft by a first clutch;
A third drive gear and a fourth drive gear, which are coaxially and rotatably provided on the third main input shaft, and selectively connected to the first main input shaft by a second clutch;
A first driven gear that is coaxially and rotatably provided on the output shaft, is selectively connected to the output shaft by an output synchronization clutch, and meshes with the first drive gear and the third drive gear;
A second driven gear fixed to the output shaft and meshing with the second drive gear and the fourth drive gear;
A power combining mechanism configured such that the first rotating element, the second rotating element, and the third rotating element can be differentially rotated with each other;
The first rotating element is connected to the first main input shaft;
The second rotating element is coupled to the first drive gear;
The third rotating element is connected to the electric motor;
The second rotating element combines the power transmitted from the first rotating element and the power transmitted from the third rotating element, and outputs the output shaft via the first drive gear and the first driven gear. Configured to communicate to
The second main clutch connects the second main input shaft to the output shaft of the internal combustion engine, the second clutch connects the fourth drive gear to the third main input shaft, and the output synchronization clutch connects the second main input shaft. 1. A power transmission device for a hybrid vehicle, wherein a gear position is established by disconnecting a connection between a driven gear and the output shaft. The second main clutch connects the second main input shaft to the internal combustion engine output shaft, the second clutch connects the fourth drive gear to the third main input shaft, and the first clutch The first drive gear is connected to the first main input shaft, and the shift stage is established by disconnecting the connection between the first driven gear and the output shaft by the output synchronization clutch,
The connection between the first driven gear and the output shaft is released by the output synchronization clutch when the rotational speed of the electric motor exceeds a predetermined rotational speed in establishing the gear stage. 1. A power transmission device for a hybrid vehicle according to 1.   The first main clutch connects the first main input shaft to the output shaft of the internal combustion engine, the first clutch connects the second drive gear to the first main input shaft, and the output synchronization clutch connects the first main input shaft to the first main input shaft. The power transmission device for a hybrid vehicle according to claim 1 or 2, wherein a shift stage is established by disconnecting a connection between one driven gear and the output shaft.   In the case where the shift stage is established, when the charge amount of the capacitor that stores the electric energy of the electric motor is lower than a predetermined charge amount, the first main input shaft is connected to the output shaft of the internal combustion engine by the first main clutch. 4. The hybrid vehicle power transmission device according to claim 3, wherein the third drive gear is coupled to the third main input shaft by the second clutch.   When the internal combustion engine output shaft and the first main input shaft are connected by the first main clutch, the internal combustion engine stops operating, and the electric motor starts operating, the internal combustion engine starts operating. 5. The hybrid vehicle power transmission device according to claim 1, wherein the first synchronous gear and the output shaft are disconnected by the output synchronous clutch. 6.   In a state where the vehicle equipped with the hybrid vehicle power transmission device is stopped and the internal combustion engine is in operation, when the electric motor performs regenerative operation, the output synchronous clutch causes the first driven gear and the output shaft to The hybrid vehicle power transmission device according to any one of claims 1 to 5, wherein the connection is cut off. Required power setting means for setting required power required for the output shaft;
7. The hybrid vehicle according to claim 1, further comprising a control unit configured to operate the internal combustion engine and the electric motor according to the required power set by the required power setting unit. Power transmission device. The control means operates the internal combustion engine within an appropriate operation range of the internal combustion engine,
The power of the internal combustion engine transmitted from the first rotating element to the second rotating element is compared with the required power. When the power of the internal combustion engine is less than the required power, the motor performs a power running operation. The hybrid vehicle power transmission device according to claim 7, wherein when the power of the internal combustion engine exceeds the required power, the electric motor is controlled to perform a regenerative operation.   9. The control unit according to claim 7, wherein the control unit controls the motor to operate at the rated output or the maximum number of revolutions when the motor operates beyond a rated output or the maximum number of revolutions. Power transmission device for hybrid vehicles. The power combining mechanism is coaxial with a sun gear, a ring gear, and a carrier that rotatably supports a plurality of planetary gears engaged with the sun gear and the ring gear as three single-pinion type rotating elements. A planetary gear set in mind,
10. The device according to claim 1, wherein the first rotating element is the carrier, the second rotating element is the sun gear, and the third rotating element is the ring gear. The power transmission apparatus for hybrid vehicles described.

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