JP2011110966A - Hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle that improves flexible selection of shift stages during electric driving and the flexible pre-shift of shift stages during hybrid driving. <P>SOLUTION: A first input shaft 13 and a second input shaft 14 are joined to the carrier 20 and the first sun gear 21 of a differential gear device 25, respectively, and a motor generator 2 is joined to the second input shaft 14. A clutch CL1 is interposed between an engine 1 and the first input shaft 13, and clutches CL2, CL3 are interposed between the engine 1 and the second input shaft 14 and between the engine 1 and the second sun gear 22, respectively. First and fifth shift gear trains 40, 41 are selectively installed between the first input shaft 13 and output shafts 15, 16, and third and seventh shift gear trains 44, 45 are selectively installed between the second input shaft 13 and the output shafts 15, 16. Even number of shift stages can be obtained by simultaneously connecting the gear trains on the first input shaft 13 side and the gear trains on the second input shaft 14 side to the output shafts 15, 16, and engaging the clutch CL3 in that state. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle that uses both an engine and a motor generator as drive sources.

  As a transmission mounted on a vehicle, two input shafts are provided for odd-numbered and even-numbered gears, and a clutch is individually interposed between each input shaft and the engine, so that the clutches of both input shafts can be operated simultaneously. A twin-clutch transmission (DCT: Dual Clutch Transmission) has been developed that enables quick changeover of gears by a simple changeover operation.

  This twin-clutch transmission is further improved, and the two input shafts that are individually clutched to the engine and a differential gear unit are combined to reduce the shaft length and increase the number of gear stages. Has been devised (see, for example, Patent Document 1).

  This transmission assigns different odd-numbered gear trains (for example, 1st gear, 5th gear train and 3rd, 7th gear train) to the first input shaft and the second input shaft, respectively. The differential gear unit is coupled to two different rotating elements (sun gear and carrier), and the first input shaft and the engine, and the first input shaft and the engine are interposed between the first input shaft and the engine, respectively. The remaining rotating element (ring gear) of the differential gear device and the engine are connected via a third clutch so that they can be connected and disconnected.

  In this transmission, for example, when the engine power is transmitted to the wheel drive unit at the first speed or the fifth speed, the first input is performed with the gear train meshing with the output shaft side set to one of the first speed and the fifth speed. When the shaft is connected to the engine by the first clutch and transmitted to the wheel drive unit at the third speed or the seventh speed, the second input is performed with the gear train meshing with the output side set to one of the third speed and the seventh speed. The shaft is connected to the engine by a second clutch.

  When the engine power is transmitted to the wheel drive unit at even speed stages, the differential gear device is configured by simultaneously meshing the odd-numbered gear trains before and after the target even speed stage with the output shaft. The rotational ratio relationship between the sun gear and the carrier is fixed, thereby generating an even-numbered stage. In other words, when generating the second speed, the gear train on the first input shaft side is set to the first speed and the gear train on the second input shaft side is set to the third speed at the same time. By simultaneously meshing the gear train on the output shaft side, the rotation ratio relationship between the sun gear and the carrier is fixed so that a two-speed gear stage can be obtained. In this state, when the ring gear is connected to the engine via the third clutch, the engine power is divided into the sun gear and the carrier, and the power is shifted to the desired even number of shift stages and then passed through the output shaft to the wheel drive unit. Communicated.

  Conventionally, a hybrid vehicle in which a motor generator is combined with this transmission has been devised (see, for example, Patent Document 2).

In this hybrid vehicle, a carrier and a sun gear of a differential gear device are coupled to first and second input shafts of a transmission, respectively, and a first clutch and a second clutch are respectively provided between the first and second input shafts and the engine. In addition to a clutch, a motor generator is coupled to the ring gear, and a third clutch is interposed between the ring gear and the engine.
In this hybrid vehicle, gear shifting during driving by the engine is performed in the same manner as described above, and the first input shaft is used during traveling by only the motor generator (electric driving) or during assist traveling by the motor generator (hybrid driving). When the gear train on the side and the gear train on the second input shaft side are simultaneously meshed with the output shaft side, the power of the motor generator is input to the ring gear of the differential gear unit, and the power passes through at least one of the carrier and the sun gear. It is transmitted to the output shaft.

JP 2002-266980 A JP 2004-322935 A

However, in this conventional hybrid vehicle, the motor generator is connected to the ring gear that is not coupled to the first input shaft or the second input shaft of the differential gear device, so that the motor and the motor generator are electrically driven only by the motor generator. When the hybrid drive is performed, the first input shaft side gear train and the second input shaft side gear train must be simultaneously meshed with the output shaft side.
That is, in a state where the gear train on the first input shaft side and the gear train on the second input shaft side are not simultaneously meshed with the output shaft side, the carrier and the second input that are the rotation elements on the first input shaft side of the differential gear device. Even if the power of the motor generator is input to the carrier on the first input shaft side through the ring gear, the sun gear which is the rotation element on the shaft side is not restricted to a specific rotation ratio relationship (differential is limited), The power is not transmitted to the output shaft side only by causing the sun gear on the second input shaft side to idle.

  For this reason, in the above-described conventional hybrid vehicle, the power of the electric motor cannot be transmitted to the wheel drive unit unless it is an even-speed shift state at the time of electric drive. For example, the motor generator is started at the first gear. I can't. In hybrid drive, it is necessary to limit the differential between the carrier on the first input shaft side and the sun gear on the second input shaft side (because it is necessary to eliminate the power loss of the motor generator). The gear train cannot be pre-shifted (meshing preparation operation).

  Therefore, the present invention increases the degree of freedom in selecting a gear stage during electric drive and the degree of freedom in pre-shifting the gear stage during hybrid driving, thereby improving the fuel efficiency and drivability of the vehicle. Is to provide.

  The invention according to claim 1, which solves the above problem, is an engine that functions as a drive source (for example, the engine 1 of the embodiment), and a motor generator that functions as a drive source and a generator (for example, the motor generator of the embodiment). 2) and a transmission (for example, the transmission of the embodiment) that is interposed between the wheel drive unit (for example, the differential device 3 of the embodiment) and the engine and the motor generator to adjust the rotational speed ratio of input and output. 4) and power storage means (for example, the high voltage battery 5 of the embodiment) for supplying electric power to the motor generator and storing the electric power generated by the motor generator, depending on the driving situation of the vehicle In the hybrid vehicle controlled in this manner, the transmission includes an output shaft (for example, the output shaft 15 of the embodiment) connected to the wheel drive unit. 16), a first input shaft connectable to the output shaft via a gear train (for example, the first input shaft 13 of the embodiment), and a second input shaft connectable to the output shaft via another gear train. Between the input shaft (for example, the second input shaft 14 of the embodiment) and the engine, the first input shaft and the second input shaft, the engine-side power is transmitted from the first input shaft to the second input shaft. And a power split mechanism (for example, the differential gear device 25 of the embodiment) arranged so as to be capable of power split, and a first power switch that is interposed between the engine and the first input shaft to connect and disconnect the power. A clutch (for example, the first clutch CL1 of the embodiment) and a second clutch (for example, the second clutch of the embodiment) that is interposed between the engine and the second input shaft and operates to connect / disconnect power. CL2) and between the engine and the power split mechanism A third clutch (for example, the third clutch CL3 of the embodiment) that performs a contact operation, and by the connection operation of the third clutch, the gear stage by the gear train on the first input shaft side and the second clutch The engine and the output shaft are connected at an intermediate shift stage of a shift stage by a gear train on the input shaft side, and the motor generator is connected to at least one of the first input shaft and the second input shaft. Features.

  The invention according to claim 2 is an engine that functions as a drive source (for example, the engine 1 of the embodiment), a motor generator that functions as a drive source and a generator (for example, the motor generator 2 of the embodiment), A transmission (for example, the transmission 4 of the embodiment) that is interposed between the wheel drive unit (for example, the differential device 3 of the embodiment) and the engine and the motor generator to adjust the rotational speed ratio of input and output; Power storage means for supplying electric power to the motor generator and storing the electric power generated by the motor generator (for example, the high voltage battery 5 of the embodiment), and these are controlled according to the driving situation of the vehicle In the hybrid vehicle, the transmission includes an output shaft (for example, the output shafts 15 and 16 of the embodiment) connected to the wheel drive unit, A first input shaft that can be connected to the output shaft via a gear train (for example, the first input shaft 13 of the embodiment) and a motor gear generator that can be connected to the output shaft via another gear train Between the second input shaft (for example, the second input shaft 14 of the embodiment) and the engine and the first input shaft and the second input shaft. Between the engine and the first input shaft, and the power split mechanism (for example, the differential gear device 25 of the embodiment) arranged so as to be capable of power split between the engine and the second input shaft. A first clutch to be operated (for example, the first clutch CL1 of the embodiment), and a second clutch (for example, the embodiment) that is interposed between the engine and the second input shaft and operates to connect / disconnect power. The second clutch CL2), the engine and the power And a third clutch (for example, the third clutch CL3 of the embodiment) that is interposed between the split mechanisms and operates to connect / disconnect power, and the first input by the connection operation of the third clutch The engine and the output shaft are connected at an intermediate shift stage between a shift stage based on the gear train on the shaft side and a shift stage based on the gear train on the second input shaft side.

In these inventions, when shifting with the gear trains set on the first and second input shafts (for example, odd gears) during traveling by the engine, the target gears are set in advance. The gear train is engaged with the output shaft side, and in this state, one of the first clutch and the second clutch is brought into a connected state. As a result, the power of the engine is shifted by the gear train of the target shift stage, and the power is transmitted from the output shaft to the wheel drive unit. In addition, when shifting with an intermediate gear position of the gear train set on the first and second input shafts (for example, an even gear position) during traveling by the engine, before and after the target intermediate speed The gear train is simultaneously meshed with the output shaft side to generate an intermediate stage, and in this state, the third clutch is brought into a connected state. Thereby, the power of the engine is divided into the first input shaft and the second input shaft through the power split mechanism, and the power shifted to the intermediate stage here is transmitted from the output shaft to the wheel drive unit.
Further, at the time of electric drive, the gear train of the target shift stage on the input shaft connected to the motor generator is engaged with the output shaft side, and the motor generator is driven in this state. As a result, the power of the motor generator is transmitted to the wheel drive unit via the gear train meshed with the output shaft.
In addition, since the power of the motor generator is always input directly to one input shaft during hybrid driving, the driving power of the motor generator is not affected when the engine is driving the wheel drive unit at any gear stage. Can be transmitted to the output shaft through the gear train. Also, during hybrid drive, even if the gear train on the input shaft side is preshifted while the engine power is disconnected from the input shaft to which the motor generator is not connected, the power transmission of the motor generator to the output shaft is interrupted. Nothing will happen.

According to a third aspect of the present invention, in the hybrid vehicle according to the second aspect, the first input shaft is connected to the output shaft through a gear train on the shaft side, and the first clutch is connected. When the engine and the output shaft are connected via the first input shaft, the second input shaft is connected to the output shaft via a gear train on the shaft side, and the second The clutch is disconnected from the engine by the clutch, and the wheel generator is driven by the motor generator in this state, or regenerative braking is performed.
As a result, the power of the motor generator is transmitted to the output shaft via the second input shaft and the gear train on the shaft side, and the power is added to the engine power input from the first input shaft side to the output shaft. It is transmitted to the wheel drive unit. During regenerative braking, the power input from the wheel drive unit to the output shaft is input to the motor generator via the gear train on the second input shaft side.

According to a fourth aspect of the present invention, in the hybrid vehicle according to the second or third aspect, the first input shaft is connected to the output shaft through a gear train on the shaft side, and the first clutch is connected. When the engine and the output shaft are connected via the first input shaft, the connection between the second input shaft and the output shaft via the shaft-side gear train is cut off, In addition, the second input shaft and the engine are connected to each other by the second clutch, and the wheel generator is driven by the motor generator in that state, or regenerative braking is performed.
Thereby, the power of the motor generator is transmitted to the engine via the second input shaft and the second clutch, and the power is added to the power of the engine and transmitted to the wheel drive unit through the first input shaft and the output shaft. . Also, during regenerative braking, the power input from the wheel drive unit to the output shaft is input to the motor generator via the first input shaft, the engine, the second clutch, and the second input shaft in order.

According to a fifth aspect of the present invention, in the hybrid vehicle according to any one of the second to fourth aspects, the second input shaft is connected to the output shaft via a gear train on the shaft side, The connection between the second input shaft and the engine is interrupted by the second clutch, and in this state, the engine is started from an electric drive state in which the wheel drive unit is driven independently by the motor generator, and the wheel When the drive unit shifts to a hybrid drive state in which the engine and the motor generator are driven, the first clutch is connected and the power of the engine is transmitted through the first input shaft and the gear train on the shaft side. In addition to transmitting to the output shaft, the second clutch is disconnected to disconnect the second input shaft side from the engine, and in this state, the second input shaft side gear train is Characterized in that switching to the gear train of the gear position suitable for the driving conditions.
As a result, when shifting from the electric drive state to the hybrid drive state, the engine power transmission path is moved to the first input shaft side, while the power transmission from the engine to the second input shaft is interrupted, the second The gear train on the input shaft side can be switched to the gear stage adapted to the driving situation.

According to a sixth aspect of the present invention, in the hybrid vehicle according to any one of the second to fifth aspects, the rotation of the output shaft is decelerated to the first input shaft, and the rotation is reduced to the first input shaft. An engine start gear train (for example, the engine start gear train 42 of the embodiment) is provided, and the engine start gear train is allowed to transmit rotation from the output shaft to the first input shaft. A two-way clutch (for example, the two-way clutch 43 of the embodiment) that prevents rotation from being transmitted from the shaft to the output shaft is provided, and the second input shaft is connected to the output shaft via a gear train on the shaft side. From the electric drive state in which the connection between the second input shaft and the engine is disconnected by the second clutch, and the wheel drive unit is driven independently by the motor generator in that state. By connecting the first clutch, the engine is started by rotation of the output shaft via the engine start gear train and the first input shaft, and rotation immediately after the start of the engine passes through the engine start gear train. Transmission to the output shaft is blocked by the two-way clutch.
Thus, when the wheel drive unit is driven by the motor generator alone, the rotation of the output shaft is decelerated by the engine start gear train and transmitted to the first input shaft. At this time, when the first clutch is connected, torque is applied to the engine from the first input shaft to start the engine. When the engine is started in this way, the power is input to the first input shaft via the first clutch, but the engine start gear train has a two-way clutch that prevents rotation transmission from the first input shaft to the output shaft. Therefore, unstable rotational torque immediately after engine startup is not transmitted to the output shaft side.

According to a seventh aspect of the present invention, in the hybrid vehicle according to the sixth aspect, the reversing mechanism (for example, the differential of the embodiment) transmits the rotation of the second input shaft to the first input shaft as a reverse rotation. A gear device 25) is provided, and the connection between the second input shaft and the output shaft via the shaft-side gear train is cut off, and the connection between the second input shaft and the engine is the second. In this state, the motor generator and the reversing mechanism are operated, and the first input is made via another gear train having a smaller gear ratio than the engine start gear train on the first input shaft side. The power in the reverse direction of the shaft is transmitted to the output shaft, and at this time, the two-way clutch prevents the rotation from being transmitted from the first input shaft to the output shaft through the engine start gear train. And butterflies.
As a result, when the second input shaft is in a state of being disconnected from the output shaft and the engine, when the motor generator is operated and the reversing mechanism is further operated, the second input shaft is rotated by the power of the motor generator, The rotation is transmitted as a reverse rotation to the first input shaft through the reversing mechanism. Thus, when the first input shaft rotates in the opposite direction, the rotation is transmitted to the first input shaft and the wheel drive unit via another gear train having a smaller gear ratio than the engine start gear train. At this time, the two-way clutch prevents the shafts from being mutually locked by engaging another gear train and the engine start gear train simultaneously with the output shaft.

According to an eighth aspect of the present invention, in the hybrid vehicle according to the sixth aspect, a reversing mechanism that transmits the rotation of the second input shaft to the first input shaft as a reverse rotation is provided, and the second input shaft And the output shaft via the gear train on the shaft side are cut off, and the connection between the second input shaft and the engine is cut off by the second clutch. And the reverse mechanism is operated to transmit the power in the reverse direction of the first input shaft to the output shaft through another gear train having a smaller gear ratio than the engine start gear train on the first input shaft side. At this time, the two-way clutch prevents rotation from being transmitted from the first input shaft to the output shaft through the engine start gear train, and in this state, the remaining power storage capacity of the power storage means is reduced. When below the value is to start the engine by connecting the second clutch capacity while controlling, characterized in that the switching to the reverse travel by motive power of the engine.
As a result, when the remaining storage capacity of the power storage means falls below a specified value when the motor generator starts to move backward, and the continuation of the backward running by the motor generator becomes difficult, the engine is started and started by connecting the second clutch. The rotation of the engine is transmitted as a reverse rotation to the first input shaft through the reversing mechanism. As a result, the backward running of the vehicle is continued by the power of the engine. Also in this case, the two-way clutch prevents mutual locking of the shafts due to another gear train and the engine start gear train meshing simultaneously with the output shaft side.

According to a ninth aspect of the present invention, in the hybrid vehicle according to the sixth aspect of the present invention, a reversing mechanism that transmits the rotation of the second input shaft to the first input shaft as a reverse rotation is provided, and the second input shaft And the output shaft via the gear train on the shaft side are disconnected, and the second input shaft and the engine are connected by the second clutch, and the motor generator is operated in that state. Then, the engine is started, and the reversing mechanism is operated, so that the power in the reverse direction of the first input shaft is changed to another speed ratio smaller than that of the engine start gear train on the first input shaft side. This is transmitted to the output shaft through a gear train, and at this time, the two-way clutch prevents rotation from being transmitted from the first input shaft to the output shaft through the engine start gear train. And wherein the door.
As a result, when the second input shaft is disconnected from the output shaft and connected to the engine, and the motor generator is activated, the engine is started and the second input shaft is rotated by receiving the power. . When the reversing mechanism is operated from this state, the rotation of the second input shaft is transmitted to the first input shaft as a reverse rotation via the reversing mechanism. Thus, when the first input shaft rotates in the opposite direction, the rotation is transmitted to the first input shaft and the wheel drive unit via another gear train having a smaller gear ratio than the engine start gear train. At this time, the two-way clutch prevents the shafts from being mutually locked by engaging another gear train and the engine start gear train simultaneously with the output shaft.

According to a tenth aspect of the present invention, in the hybrid vehicle according to any one of the second to ninth aspects, a power-driven auxiliary machine (for example, the air compressor 48 of the embodiment) is connected to the motor generator, During idle stop of the vehicle, the connection between the second input shaft and the output shaft via the shaft-side gear train is cut off, and the connection between the second input shaft and the engine is the second The auxiliary machine is operated by the motor generator in the state where it is disconnected by a clutch.
As a result, when the vehicle is idling, the motor generator is disconnected from the output shaft and the engine to operate the auxiliary machine.

  According to an eleventh aspect of the present invention, in the hybrid vehicle according to any one of the second to tenth aspects, the carrier (for example, the carrier 20 of the embodiment) that supports a plurality of planetary gears (for example, the planetary gear 19 of the embodiment). ) And a differential gear device (for example, a difference between the embodiments) having a first sun gear (for example, the first sun gear 21 of the embodiment) and a second sun gear (for example, the second sun gear 22 of the embodiment) meshing with the planetary gear. The carrier is connected to the first input shaft, the first sun gear is connected to the second input shaft, and the first input shaft is connected to the engine via the first clutch. The second input shaft is connected to the motor generator, while being connected to the engine via the second clutch, and the second input shaft is connected to the motor generator. The sun gear is connected to the engine via the third clutch, and a first speed gear train (for example, in the embodiment) capable of connecting both shafts with a specific gear ratio between the first input shaft and the output shaft. First-speed gear train 40), fifth-speed gear train (for example, the fifth-speed gear train 41 of the embodiment), and engine start gear train (for example, implementation) that reduces the rotation of the output shaft and transmits it to the first input shaft. The engine start gear train 42) is provided in parallel, and is capable of selectively switching between three states: a connected state by a first gear train, a connected state by a fifth gear train, and a neutral state (for example, The first sync clutch S1) of the embodiment is provided, and the engine start gear train is allowed to transmit rotation from the output shaft to the first input shaft, and is rotated from the first input shaft to the output shaft. Obstruct transmission A two-way clutch (for example, the two-way clutch 43 of the embodiment) is provided, and a third speed gear train (for example, the embodiment) can be connected between the second input shaft and the output shaft with a specific gear ratio. The third speed gear train 44) and the seventh speed gear train (for example, the seventh speed gear train 45 of the embodiment) are provided in parallel, and are connected by the third speed gear train, connected by the seventh gear train, and neutral. The second synchro clutch (for example, the second synchro clutch S2 of the embodiment) that can selectively switch between the three states is provided, and the contact / separation portion of the third clutch on the opposite side to the second sun gear side is provided. There is provided a third synchro clutch (for example, the third synchro clutch S3 of the embodiment) capable of selectively switching between three states of the engine connection state, the fixed wall connection state, and the neutral state. It is characterized by that.

In this case, when the differential gear device constitutes a power split mechanism and the engine and the second sun gear are connected by the third clutch, the power of the engine is transmitted to the first input shaft and the second via the carrier and the first sun gear. Divided into an input axis. When one of the first and second clutches is connected with the third clutch disengaged, the engine power is transmitted to one of the first input shaft and the second input shaft. The The first and fifth gears are operated by the first sync clutch on the first input shaft side, and the third and seventh gears are operated by the second sync clutch on the second input shaft side. Further, the forward rotation, the reverse rotation, and the neutral state of the transmission are switched by the third sync clutch. When the contact portion of the third clutch opposite to the second sun gear side is connected to the fixed wall by the third sync clutch, the rotation of the second sun gear of the differential gear device is fixed. Accordingly, when the first sun gear rotates in one direction, the planetary gear revolves in the direction opposite to the rotation direction of the first sun gear, and as a result, the rotation in the opposite direction is transmitted to the carrier.
Further, when the output shaft is rotated by the power of the motor generator while the engine is stopped and the first clutch is disconnected, the rotation of the output shaft is decelerated by the engine start gear train and transmitted to the first input shaft. Is done. When the first clutch is connected from this state, power is transmitted to the engine and the engine can be started. Engine power input to the first input shaft immediately after engine startup is not transmitted to the output shaft through the engine start gear train due to the function of the two-way clutch.

  According to a twelfth aspect of the invention, in the hybrid vehicle according to any one of the second to tenth aspects, the carrier (for example, the carrier 220 of the embodiment) that supports a plurality of planetary gears (for example, the planetary gear 219 of the embodiment). ), And a differential gear device (for example, the planetary gear device 225 of the embodiment) having a sun gear (for example, the sun gear 221 of the embodiment) and a ring gear (for example, the ring gear 223 of the embodiment) meshing with the planetary gear, A ring gear is connected to the first input shaft, the sun gear is connected to the second input shaft, the first input shaft is connected to the engine via the first clutch, and the second input shaft is While connected to the motor generator, connected to the engine via the second clutch, the carrier Is connected to the engine via the third clutch, and a three-speed gear train (for example, in the embodiment) capable of connecting both shafts with a specific gear ratio between the first input shaft and the output shaft. A third speed gear train 44), a seventh speed gear train (for example, the seventh speed gear train 45 of the embodiment), and an engine start gear train (for example, an implementation) that decelerates the rotation of the output shaft and transmits it to the first input shaft. The engine start gear train 42) is provided in parallel, and a first sync clutch (for example, a three-speed gear train connected state, a 7-speed gear train connected state, and a neutral state can be selectively switched) The first sync clutch S1) of the embodiment is provided, and the engine start gear train is allowed to transmit rotation from the output shaft to the first input shaft, and is rotated from the first input shaft to the output shaft. Stop transmission A first-speed gear train (for example, the embodiment) that is provided with a two-way clutch (for example, the two-way clutch 43 of the embodiment) and that can connect the two input shafts with the inherent speed ratio between the second input shaft and the output shaft. The first-speed gear train 40) and the fifth-speed gear train (for example, the fifth-speed gear train 41 of the embodiment) are provided in parallel, and are connected by the first-speed gear train, connected by the fifth-speed gear train, and neutral. A second synchro clutch (for example, the second synchro clutch S2 of the embodiment) capable of selectively switching between the three states is provided, and the contact / separation portion on the opposite side of the carrier side of the third clutch includes There is provided a third synchro clutch (for example, the third synchro clutch S3 of the embodiment) that can selectively switch between three states of an engine connection state, a fixed wall connection state, and a neutral state. It is characterized by that.

In this case, when the differential gear device constitutes a power split mechanism and the engine and the carrier are connected by the third clutch, the power of the engine is transmitted to the first input shaft and the second input shaft via the ring gear and the sun gear. Divided. When one of the first and second clutches is connected with the third clutch disengaged, the engine power is transmitted to one of the first input shaft and the second input shaft. The The first and fifth gears are operated by the second sync clutch on the second input shaft side, and the third and seventh gears are operated by the first sync clutch on the first input shaft side. Further, the forward rotation, the reverse rotation, and the neutral state of the transmission are switched by the third sync clutch. When the contact portion of the third clutch opposite to the second sun gear side is connected to the fixed wall by the third sync clutch, the revolution of the carrier of the differential gear device is fixed. Thus, when the sun gear rotates in one direction, the planetary gear rotates in the reverse direction, and as a result, reverse rotation is transmitted to the ring gear.
Further, when the output shaft is rotated by the power of the motor generator while the engine is stopped and the first clutch is disconnected, the rotation of the output shaft is decelerated by the engine start gear train and transmitted to the first input shaft. Is done. When the first clutch is connected from this state, power is transmitted to the engine and the engine can be started. Engine power input to the first input shaft immediately after engine startup is not transmitted to the output shaft through the engine start gear train due to the function of the two-way clutch.

  According to a thirteenth aspect of the present invention, in the hybrid vehicle according to any one of the second to tenth aspects, the carrier (for example, the carrier 220 of the embodiment) that supports a plurality of planetary gears (for example, the planetary gear 219 of the embodiment). ), A differential gear device (for example, the differential gear device 225 of the embodiment) having a sun gear (for example, the sun gear 221 of the embodiment) and a ring gear (for example, the ring gear 223 of the embodiment) meshing with the planetary gear, The ring gear is connected to the first input shaft, the sun gear is connected to the second input shaft, the first input shaft is connected to the engine via the first clutch, and the second input shaft is And connected to the motor generator while being connected to the engine via the second clutch. Is connected to the engine via the third clutch, and a three-speed gear train (for example, in the embodiment) capable of connecting both shafts with a specific gear ratio between the first input shaft and the output shaft. A third speed gear train 44) and a seventh speed gear train (for example, the seventh speed gear train 45 of the embodiment) are provided in parallel, and the connected state by the third speed gear train, the connected state by the seventh speed gear train, and the neutral state 3 A first synchro clutch (for example, the first synchro clutch S1 of the embodiment) capable of selectively switching the state is provided, and the seventh speed gear train is separated from the output shaft by a path different from the first synchro clutch. A two-way clutch (for example, the two-way clutch 43 in the embodiment) that allows rotation transmission to the first input shaft and prevents rotation transmission from the first input shaft to the output shaft is provided, and the second input shaft Between the force shafts, a first speed gear train (for example, the first speed gear train 40 of the embodiment) and a fifth speed gear train (for example, the fifth speed gear train 41 of the embodiment) capable of connecting both shafts with a specific gear ratio. ) Are provided in parallel, and a second sync clutch (for example, the second synchro of the embodiment) can be selectively switched between a connected state by a first-speed gear train, a connected state by a fifth-speed gear train, and a neutral state. Clutch S2) is provided, and the contact state of the third clutch on the opposite side to the carrier side is selectively switched between three states: the connection state with the engine, the connection state with the fixed wall, and the neutral state. A possible third synchro clutch (for example, the third synchro clutch S3 of the embodiment) is provided.

In this case, when the differential gear device constitutes a power split mechanism and the engine and the carrier are connected by the third clutch, the power of the engine is transmitted to the first input shaft and the second input shaft via the ring gear and the sun gear. Divided. When one of the first and second clutches is connected with the third clutch disengaged, the engine power is transmitted to one of the first input shaft and the second input shaft. The The first and fifth gears are operated by the second sync clutch on the second input shaft side, and the third and seventh gears are operated by the first sync clutch on the first input shaft side. Further, the forward rotation, the reverse rotation, and the neutral state of the transmission are switched by the third sync clutch. When the contact portion of the third clutch opposite to the second sun gear side is connected to the fixed wall by the third sync clutch, the revolution of the carrier of the differential gear device is fixed. Thus, when the sun gear rotates in one direction, the planetary gear rotates in the reverse direction, and as a result, reverse rotation is transmitted to the ring gear.
When the output shaft receives the power of the motor generator and rotates with the engine stopped and the first clutch disconnected, the rotational power of the output shaft passes through the 7-speed gear train via the two-way clutch. And is transmitted to the first input shaft. When the first clutch is connected from this state, power is transmitted to the engine and the engine can be started. The engine power input to the first input shaft immediately after engine startup is not transmitted to the output shaft through the seventh gear train due to the function of the two-way clutch.

According to a fourteenth aspect of the present invention, in the hybrid vehicle according to any one of the first to thirteenth aspects, the gear element on the output shaft side of the gear train that connects the first input shaft and the output shaft (for example, The driven gear 45b) of the embodiment and the gear element on the output shaft side of the gear train connecting the second input shaft and the output shaft are shared, the gear element on the first input shaft side and the second input shaft side And the gear element on the first input shaft side and the gear element on the second input shaft side are set to have different number of teeth. Features.
Thereby, the gear element on the first input shaft side and the gear element on the second input shaft side are arranged so as to overlap in the axial direction, the axial length of the entire apparatus can be shortened, and the gear element on the output shaft This reduces the number of parts.

  According to the first aspect of the present invention, the first and second input shafts that can be connected to the output shaft via respective unique gear trains and the power split mechanism are combined, and these are combined with the first to third clutches. Since the gear position is switched by connecting / disconnecting to the engine as appropriate, the gear speed can be increased without increasing the shaft length of the apparatus, and the motor generator can be connected to the first input shaft and the second input shaft. Since it is connected to at least one of the motor generators, it is possible to select a gear train on the input shaft on the side to which the motor generator is connected and use an appropriate gear stage, and hybrid drive. Sometimes, it is possible to pre-shift the gear stage without interrupting the power transmission of the motor generator to the output shaft. Therefore, the fuel efficiency of the vehicle and the drivability can be improved.

  According to the second aspect of the present invention, the first and second input shafts connectable to the output shaft via their own gear trains and the power split mechanism are combined, and these are combined with the first to third clutches. Since the gear position is switched by appropriately connecting and disconnecting with the engine, the gear speed can be increased without increasing the shaft length of the device, and the motor generator is connected to the second input shaft. Therefore, when the motor generator is electrically driven, the gear train on the second input shaft can be selected to use an appropriate shift stage, and during hybrid drive, the power transmission of the motor generator to the output shaft is interrupted. The shift stage can be pre-shifted without any change. Therefore, the fuel efficiency of the vehicle and the drivability can be improved.

1 is a diagram showing an overall configuration of a hybrid vehicle according to a first embodiment of the present invention. It is the figure which showed typically the hybrid vehicle of 1st Embodiment of this invention. It is an action | operation chart of the transmission employ | adopted with the hybrid vehicle of 1st Embodiment of this invention. 1 is a speed diagram of a transmission employed in a hybrid vehicle according to a first embodiment of the present invention. It is a figure which shows the operating state at the time of 1st speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of the 2nd speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of 3rd speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of 4 speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of 5 speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of 6 speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of 7 speed driving | running | working of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operation state at the time of the front start of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of reverse start of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of reverse start of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operating state at the time of reverse start of the hybrid vehicle of 1st Embodiment of this invention. It is a figure which shows the operation state at the time of the front start of the hybrid vehicle of 1st Embodiment of this invention. 3 is a timing chart showing the operations of the transmission, the engine, and the motor generator when the hybrid vehicle according to the first embodiment of the present invention is running. 3 is a timing chart showing the operations of the transmission, the engine, and the motor generator when the hybrid vehicle according to the first embodiment of the present invention is running. 3 is a timing chart showing the operations of the transmission, the engine, and the motor generator when the hybrid vehicle according to the first embodiment of the present invention is running. It is a figure which shows the whole structure of the hybrid vehicle of 2nd Embodiment of this invention. It is the figure which showed typically the hybrid vehicle of 2nd Embodiment of this invention. It is an action | operation chart of the transmission employ | adopted with the hybrid vehicle of 2nd Embodiment of this invention. It is a timing chart which shows the action | operation of the transmission, an engine, and a motor generator at the time of driving | running | working of the hybrid vehicle of 2nd Embodiment of this invention. It is a figure which shows the whole structure of the hybrid vehicle of 3rd Embodiment of this invention. It is the figure which showed typically the hybrid vehicle of 3rd Embodiment of this invention. It is the figure which showed typically the hybrid vehicle of 4th Embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
First, the first embodiment shown in FIGS. 1 to 19 will be described.
FIG. 1 is a diagram illustrating an overall configuration of a hybrid vehicle 100 according to the first embodiment. As shown in the figure, this hybrid vehicle 100 includes an engine 1 that functions as a drive source, a motor generator 2 that functions as a drive source and a generator, a differential device 3 that is a wheel drive unit, an engine 1, and a motor generator. 2. A transmission 4 that is interposed between three members of the differential device 3 and adjusts the input / output rotational speed ratio, and supplies electric power to the motor generator 3 to store electric power generated by the motor generator 3. And a high voltage battery 5 serving as a power storage means.

  The engine 1 is a reciprocating multi-cylinder internal combustion engine that generates power by burning fuel such as gasoline or light oil, and a flywheel 6 having a damper function is connected to an output shaft 1a thereof.

The motor generator 2 is constituted by a three-phase DC brushless motor, and has an annular stator 7 that is integrally fixed to a housing (not shown) of the transmission 4, and a circle that is rotatably arranged inside the stator 7. And an annular rotor 8. A plurality of permanent magnets (not shown) are mounted on the rotor 8, and a three-phase coil (not shown) is wound around the stator 7.
The coil of the stator 7 is connected to the high voltage battery 5 via a power drive unit (PDU) 9 including an inverter. The PDU 9 is electrically connected to an electronic control unit (ECU) 10 that comprehensively controls the operation devices of the motor generator 2 and the engine 1, and is also electrically connected to a 12V battery 11 that is a low-voltage battery for operating auxiliary equipment. It is connected to the.
The ECU 10 controls the PDU 9 according to the driving situation of the vehicle, thereby performing the power running operation of the motor generator 2 by the electric power of the high voltage battery 11 and the regenerative operation for charging the high voltage battery 5 with the electric power generated by the motor generator 2. .

  The transmission 4 is provided with a direct connection shaft 12 coupled to the output shaft 1a of the engine 1 via a flywheel 6. On the outer peripheral side of the direct connection shaft 12, a cylindrical first input shaft 13 and a second input shaft are provided. 14 is arranged coaxially and rotatably. The first input shaft 13 has a larger diameter than the second input shaft 14 and has an axial length that is approximately half the length of the second input shaft 14. Further, the transmission 4 is provided with a pair of output shafts 15 and 16 in parallel with the first and second input shafts 13 and 14, and final gears 17 and 18 provided on the output shafts 15 and 16 are provided. It always meshes with the ring gear 3a of the differential device 3.

A differential including a carrier 20 that rotatably supports the planetary gear 19 and a first sun gear 21 and a second sun gear 22 that mesh with the planetary gear 19 at the end of the transmission 4 in the axial direction opposite to the engine 1 side. A gear device 25 (power split mechanism) is provided. Each planetary gear 19 includes two gear portions 19a and 19b having different outer diameters and the same number of teeth so as to be coaxially and integrally rotatable. A gear portion 19a having a large outer diameter is meshed with the first sun gear 21 and a gear having a small outer diameter. The portion 19b is meshed with the second sun gear 22.
The first sun gear 21 and the second sun gear 22 are coaxially arranged on the outer peripheral side of the direct connection shaft 12 in the axial direction, and the first sun gear 21 can be rotated integrally with the axial end portion of the first input shaft 13. Is provided. The second sun gear 22 is provided so as to rotate integrally with a holding ring 26 that covers the outer peripheral side of one gear portion 19b of the plurality of planetary gears 19 in a non-contact state.
The carrier 20 is provided at the end of the second input shaft 14 in the axial direction so as to be integrally rotatable. The carrier 20 is integrally provided with a holding ring 27 that covers the outer peripheral side of the other gear portion 19a of the plurality of planetary gears 19 in a non-contact state.

  A clutch drum 28 is rotatably provided on the outer peripheral side of the holding rings 26 and 27, and a first clutch CL1 is provided between the clutch drum 28 and the holding ring 27 on the carrier 20 side. A third clutch CL3 is provided between the holding rings 26 on the second sun gear 22 side. The clutch drum 28 constitutes a contact / separation portion on the side opposite to the second sun gear 22 side of the third clutch CL3. The first clutch CL1 and the third clutch CL3 are both constituted by multi-plate clutches, and power is connected and disconnected by a hydraulic operation based on control by the ECU 10.

The clutch drum 28 can be connected to and disconnected from the direct connection shaft 12 by a third sync clutch S3 (synchronous meshing device). In the third synchro clutch S3, the clutch drum 28 is in any one of three states: a connection state with the direct connection shaft 12 (engine 1), a connection state with the fixed wall 36 of the transmission 4 (rotation stopped state), and a neutral state. These states are switched by hydraulic operation based on control by the ECU 10. The above three states of the third sync clutch S3 are switched according to the operation of a shift lever or a switch in the vehicle interior. That is, the clutch drum 28 is connected to the direct connection shaft 12 (engine 1) in a mode in which the vehicle moves forward, such as the drive mode, the clutch drum 28 is connected to the fixed wall 36 in the parking mode and the reverse mode, and in the neutral mode, The clutch drum 28 is set to the neutral state.
In the state where the clutch drum 28 is connected to the direct connection shaft 12 (engine 1), when the first clutch CL1 is connected, the engine 1 and the carrier 20 (first input shaft 13) are connected. When the third clutch CL3 is connected, the engine 1 and the second sun gear 22 are connected.

  The end of the second input shaft 14 on the engine 1 side is connected to the rotor 8 of the motor generator 2 so as to be integrally rotatable, and is connected to the direct connection shaft 12 (engine 1) via the second clutch CL2. It can be connected and disconnected. Similar to the first and third clutches CL1 and CL3, the second clutch CL2 is configured by a multi-plate clutch, and power is connected and disconnected by a hydraulic operation based on control by the ECU 10.

Incidentally, the first input shaft 13 and the one output shaft 15 are provided with a first-speed gear train 40 composed of a gear pair that always meshes with each other. In the first-speed gear train 40, the drive gear 40a on the first input shaft 13 side is integrally fixed to the first input shaft 13, while the driven gear 40b on the output shaft 15 side is rotatably supported on the output shaft 15. The output shaft 15 can be connected and disconnected by operating a first sync clutch S1 (synchronous meshing device) described later.
Further, the first input shaft 13 and the other output shaft 16 are provided with a 5-speed gear train 41 and an engine start gear train 42, which are gear pairs that are always meshed with each other. The fifth-speed gear train 41 supports the drive gear 41a on the first input shaft 13 side integrally with the first input shaft 13, while the driven gear 41b on the output shaft 16 side is rotatably supported with respect to the output shaft 16. The output shaft 16 can be connected and disconnected by operating the first sync clutch S1.

  The first sync clutch S1 is provided such that an operator on one output shaft 15 side and an operator on the other output shaft 16 side are interlocked with each other, and the driven gear 40b of the first gear train 40 and the output shaft 15 One of the connection state, the connection state between the driven gear 41b of the fifth gear train 41 and the output shaft 16, and the neutral state in which none of the driven gears 40b and 41b are connected to the output shafts 15 and 16 are selectively switched. These states are switched by a hydraulic operation based on the control by the ECU 10.

In the engine starting gear train 42, the drive gear 42 a on the first input shaft 13 side is integrally fixed to the first input shaft 13, and the driven gear 42 b on the other output shaft 16 side is connected to the output shaft 16 via a two-way clutch 43. Attached.
The two-way clutch 43 has a well-known structure. The two-way clutch 43 transmits both forward and reverse rotations from the output shaft 16 side to the first input shaft 13 via the driven gear 42b and the drive gear 42a. Permits and prevents both forward and reverse rotation transmission from the first input shaft 13 side to the output shaft 16.

Further, the second input shaft 14 and the one output shaft 15 are provided with a third speed gear train 44 composed of a gear pair that always meshes with each other. In the third speed gear train 44, the drive gear 44a on the second input shaft 14 side is integrally fixed to the second input shaft 14, while the driven gear 44b on the output shaft 15 side is rotatably supported on the output shaft 15. The output shaft 15 can be connected and disconnected by operating a second synchro clutch S2 (synchronous meshing device) described later.
The second input shaft 14 and the other output shaft 16 are provided with a 7-speed gear train 45 composed of a gear pair that always meshes with each other. The seventh speed gear train 45 is supported such that the drive gear 45a on the second input shaft 14 side is integrally fixed to the second input shaft 14, while the driven gear 45b on the output shaft 16 side is rotatable with respect to the output shaft 16. The output shaft 16 can be connected and disconnected by operating the second sync clutch S2.

  Similarly to the first sync clutch S1, the second sync clutch S2 is provided such that the operator on one output shaft 15 side and the operator on the other output shaft 16 side are interlocked with each other, and the third speed gear train 44 is provided. Of the driven gear 44 b and the output shaft 15, the connected state of the driven gear 45 b and the output shaft 16 of the seventh gear train 45, and the neutral state in which none of the driven gears 44 b and 45 b are connected to the output shafts 15 and 16. These states are switched by hydraulic operation based on control by the ECU 10.

  1 is a starter motor for starting the engine 1 with the 12V battery 11 when the voltage of the high-voltage battery 5 drops, and 48 in FIG. 1 is a power-driven auxiliary machine. It is an air compressor of a certain air conditioner. The air compressor 48 can be connected to the motor generator 2 or the second input shaft 14.

FIG. 2 is a diagram schematically showing the hybrid vehicle 100 shown in FIG. 1 in order to facilitate understanding of the functions. In this figure, the differential gear device 25 is simplified, and the first sun gear 21, the second sun gear 22 and the carrier 20 are shown by three parallel lines connected to each other, and the output shaft connected to the differential device 3 is shown. 15 and 16 are shown by one line. The same applies to FIGS. 5 to 16 referred to later in order to explain each operation of the hybrid vehicle 100.
FIG. 3 is a diagram illustrating the operating states of the first to third clutches CL1, CL2, CL3 and the first to third synchro clutches S1, S2, S3 corresponding to each shift mode of the transmission 4. is there.
FIG. 4 is a speed diagram showing the rotational speed ratio on the engine 1 side with reference to the rotation on the output shafts 15 and 16 side, corresponding to the clutches CL1, CL2 and CL3 used for input from the engine 1. In the figure, (1) to (7) mean the corresponding gears of the transmission, and RVS means the reverse gear.
Hereinafter, each operation state shown in FIGS. 5 to 16 will be sequentially described with reference to each of the above drawings.

[1-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), and the first sync clutch S1 and the second sync clutch S2 are connected to the first gear train 40 side and the third gear gear train 44 side. Each is connected, and in this state, the first clutch CL1 is connected.
As a result, the power of the engine 1 is input to the first input shaft 13 through the carrier 20 of the differential gear unit 25 as indicated by the solid arrow in FIG. The speed is changed and output to the output shafts 15 and 16.
In this state, the second input shaft 14 is disconnected from the engine 1 side by the second clutch CL2, and is connected to the output shafts 15 and 16 side by the third gear train 44 through the second sync clutch S2. By operating the motor generator 2 from this state, as shown by the dotted arrow on the upper side of FIG. Further, when the motor generator 2 is brought into a regenerative braking state in this state during deceleration of the vehicle, the motor generator 2 performs a regenerative operation at the third speed stage.
When the first-speed engine is running, it is also possible to perform hybrid drive by directly connecting the motor generator 2 to the engine 1 as indicated by the dotted arrow on the lower side of FIG. In this case, the second sync clutch S2 is set to the neutral state, and the motor generator 2 and the engine 1 are directly connected by the second clutch CL2. As a result, the motor generator 2 performs hybrid driving at the first speed.

[Two-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), and the first sync clutch S1 and the second sync clutch S2 are connected to the first gear train 40 side and the third gear gear train 44 side. Each is connected, and in this state, the third clutch CL3 is connected.
At this time, the first-speed gear train 40 on the first input shaft 13 side and the third-speed gear train 44 on the second input shaft 14 side mesh with the output shafts 15 and 16, respectively. As shown in FIG. 1, since the differential gear 3 is simultaneously meshed (co-meshed) via the final gears 17 and 18, the rotational ratio relationship between the carrier 20 of the differential gear device 25 and the first sun gear 21 is the second speed. It is fixed so that the gear position can be obtained. Therefore, when the engine 1 and the second sun gear 22 are connected by the third clutch CL3 in this state, the power of the engine 1 is changed between the carrier 20 of the differential gear unit 25 and the first gear as shown by the solid arrow in FIG. It is divided into one sun gear 21, and its power is shifted to the second gear and output to the output shafts 15 and 16.
In this state, the second input shaft is connected to the output shaft 15 side through the second sync clutch S2 and the third speed gear train 44. By operating the motor generator 2 from this state, the dotted arrow in FIG. As shown, hybrid driving with the motor generator 2 side in the third speed stage is possible. Also in this case, when the motor generator 2 is in a regenerative braking state when the vehicle is decelerated, the motor generator 2 performs a regenerative operation at the third speed.

[3-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), the first sync clutch S1 is neutral, and the second sync clutch S2 is connected to the third speed gear train 44 side. In this state, the second clutch CL2 is connected.
As a result, the power of the engine 1 is input to the second input shaft 14 through the first sun gear 21 of the differential gear unit 25 as shown by the solid arrow in FIG. The ratio is changed to a ratio and output to the output shaft 15.
Further, by operating the motor generator 2 from this state, as shown by a dotted arrow in FIG. 7, hybrid driving with the motor generator 2 side set to the third speed is possible, and the motor generator 2 is regenerated during deceleration of the vehicle. When in the braking state, the motor generator 2 performs a regenerative operation at the third speed.

[4-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), and the first sync clutch S1 and the second sync clutch S2 are connected to the fifth speed gear train 41 side and the third speed gear train 44 side. Each is connected, and in this state, the third clutch CL3 is connected.
At this time, due to the simultaneous meshing of the fifth speed gear train 41 on the first input shaft 13 side and the third speed gear train 44 on the second input shaft 14 side, the rotational ratio relationship between the carrier 20 and the first sun gear 21 is changed to the fourth speed shift. The power of the engine 1 is divided into the carrier 20 and the first sun gear 21 as shown by the solid line arrow in FIG. 8, and the power is shifted to the fourth speed and the output shaft 15 is fixed. , 16 are output.
By operating the motor generator 2 from this state, as shown by a dotted arrow in FIG. 8, the hybrid drive with the motor generator 2 side set to the third speed stage is possible, and the motor generator 2 is in a regenerative braking state when the vehicle is decelerated. Then, the motor generator 2 performs the regenerative operation at the third speed stage.

[5-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), and the first sync clutch S1 and the second sync clutch S2 are connected to the fifth speed gear train 41 side and the third speed gear train 44 side. Each is connected, and in this state, the first clutch CL1 is connected.
The power of the engine 1 is input to the first input shaft 13 through the carrier 20 as shown by the solid line arrow in FIG. 9, and is shifted to the fifth speed gear ratio by the fifth gear train 41 to the output shafts 15 and 16. Is output.
By operating the motor generator 2 from this state, as shown by the dotted arrow in FIG. 9, the hybrid drive with the motor generator 2 on the third speed stage is possible, and the motor generator 2 is in a regenerative braking state when the vehicle is decelerated. Then, the motor generator 2 performs the regenerative operation at the third speed stage. At this time, by switching the second synchro clutch S2 on the second input shaft 14 side to the seventh speed gear train 45 side, the motor generator 2 side is set to the seventh speed stage as shown by another dotted arrow in FIG. Hybrid drive and regenerative braking are possible.

[6 speed engine running]
As shown in FIG. 3, the third synchro clutch S3 is connected to the forward side (engine 1 side), and the first synchro clutch S1 and the second synchro clutch S2 are connected to the fifth speed gear train 41 side and the seventh speed gear train 45 side. Each is connected, and in this state, the third clutch CL3 is connected.
At this time, due to the simultaneous meshing of the fifth speed gear train 41 on the first input shaft 13 side and the seventh speed gear train 45 on the second input shaft 14 side, the rotational ratio relationship between the carrier 20 and the first sun gear 21 is changed to the sixth speed shift. The power of the engine 1 is divided into the carrier 20 and the first sun gear 21 as shown by the solid line arrow in FIG. 10, and the power is shifted to the sixth speed and output shaft 15 is fixed. , 16 are output.
By operating the motor generator 2 from this state, as shown by the dotted arrow in FIG. 10, the hybrid drive with the motor generator 2 side set to the seventh speed is possible, and the motor generator 2 is in a regenerative braking state when the vehicle is decelerated. Then, the motor generator 2 performs the regenerative operation at the seventh speed.

[7-speed engine running]
As shown in FIG. 3, the third sync clutch S3 is connected to the forward side (engine 1 side), the first sync clutch S1 is set to neutral, and the second sync clutch S2 is connected to the seventh speed gear train 45 side. In this state, the second clutch CL2 is connected.
The power of the engine 1 is input to the second input shaft 14 through the first sun gear 21 as shown by a solid arrow in FIG. 11, and is changed to a gear ratio of the seventh speed by the seventh speed gear train 45 to the output shaft 16. Is output.
Further, by operating the motor generator 2 from this state, as shown by the dotted arrow in FIG. 11, hybrid driving with the motor generator 2 side set to the seventh speed is possible, and the motor generator 2 is regenerated during deceleration of the vehicle. When in the braking state, the motor generator 2 performs the regenerative operation at the seventh speed.

[Starting forward with motor → Start engine]
As shown in FIG. 12, as a preparatory stage for starting the vehicle forward with the power of the motor generator 2, the first to third clutches CL1, CL2, CL3 are all disconnected and the third sync clutch S3 is connected to the engine 1 ( The first sync clutch S1 is neutral, and the second sync clutch S2 is connected to the third gear train 44 side.
When the motor generator 2 is started from this state, the power of the motor generator 2 is transmitted to the output shafts 15 and 16 via the third gear train 44 as shown by the dotted arrows in FIG. Start ahead. At this time, the rotation of the output shafts 15 and 16 is decelerated by the engine start gear train 42 and the rotation is transmitted to the first input shaft 13.

  Next, when the first clutch CL1 is connected while increasing the torque of the motor generator 2 from this state, the rotation of the first input shaft 13 is transmitted to the engine 1 as indicated by another dotted arrow in FIG. At this time, the engine 1 is started by performing fuel injection and ignition in the engine 1. When the engine 1 is started in this manner, unstable rotation immediately after the start is transmitted to the first input shaft 13 through the first clutch CL1, but the engine start between the first input shaft 13 and the output shaft 16 is started. Since the gear train 42 is provided with a two-way clutch 43 that prevents transmission of power from the first input shaft 13 side to the output shafts 15, 16, the torque of the engine 1 at this time is on the output shafts 15, 16 side. Not transmitted.

Thereafter, the first input shaft 13 is disconnected from the engine 1 by the first clutch CL1, and the second clutch CL2 is connected as it is, for example, as shown by the solid line arrow in FIG. Power is transmitted to the output shaft 15 via the second input shaft 14 and the third speed gear train 44. Thereby, the powers of the motor generator 2 and the engine 1 are combined and transmitted to the output shaft 15 to realize hybrid drive.
Note that after the engine 1 is started, it is possible to shift to any forward gear position by a combination of the operations of the first to third clutches CL1 to CL3 and the synchro clutches S1 and S2.

[Reverse start by motor]
As shown in FIG. 13, as a preparatory stage for starting the vehicle backward by the power of the motor generator 2, the third sync clutch S3 is connected to the reverse side (fixed wall 36 side), and the first sync clutch S1 is the first gear train. The second sync clutch S2 is connected to the 40 side and is neutral.
Next, when the third clutch CL3 is connected from this state, the second sun gear 22 of the differential gear unit 25 is locked, and the motor generator 2 is rotationally driven in this state. As a result, as indicated by the dotted arrow in FIG. 13, the rotation in the forward direction of the second input shaft 14 by the motor generator 2 is transmitted to the first input shaft 13 as the rotation in the reverse direction via the differential gear device 25. Is done. At this time, the rotation of the first input shaft 13 is transmitted to the output shafts 15 and 16 via the first speed gear train 40, and the rotation from the first input shaft 13 to the output shafts 15 and 16 through the engine start gear train 42. Transmission is blocked by the function of the two-way clutch 43. Accordingly, the first input shaft 13 and the output shafts 15 and 16 are prevented from being locked together due to the simultaneous engagement of two sets of gears having different gear ratios.
When the remaining capacity of the battery 5 falls below a specified value while the vehicle is moving backward with the power of the motor generator 2, the engine is connected by controlling the capacity of the second clutch CL2 from the above state. 1 is started, and it switches to reverse driving | running | working with the power of the engine 1 there.

[Reverse start after engine start by motor]
As shown in FIG. 14, as a preparatory stage for starting the engine 1 with the power of the motor generator 2 and starting the vehicle backward with the power, the third sync clutch S3 is connected to the reverse side (fixed wall 36 side), The first sync clutch S1 is connected to the first gear train 40 side, and the second sync clutch S2 is set to neutral.

  Next, from this state, the second input shaft 14 and the engine 1 are connected by the second clutch CL2, and the motor generator 2 is rotationally driven in this state. At this time, the engine 1 is started by performing fuel injection and ignition inside the engine 1 (see the dotted arrow in FIG. 14).

  Thereafter, the third clutch CL3 is connected, and the rotation of the second sun gear 22 of the differential gear device 25 is locked. As a result, as indicated by a solid arrow in FIG. 12, the rotation in the forward direction of the second input shaft 14 by the engine 1 is transmitted to the first input shaft 13 as the rotation in the reverse direction via the differential gear device 25. The Also in this case, the rotation of the first input shaft 13 is transmitted to the output shafts 15 and 16 through the first-speed gear train 40, and from the first input shaft 13 to the output shafts 15 and 16 through the engine start gear train 42. Transmission of rotation is blocked by the function of the two-way clutch 43. Thereby, the mutual lock of the 1st input shaft 13 and the output shafts 15 and 16 is avoided.

[Reverse start after start of engine by starter motor]
Normally, the engine 1 is started by the motor generator 2 as described above. However, when the remaining capacity of the high voltage battery 5 is lower than the specified value, a starter motor 47 is used instead of the motor generator 2 as shown in FIG. The engine 1 is started (see the dotted arrow in FIG. 15). In this case, the preparation operation for the backward start and the operation after the engine start are the same as when the motor generator 2 is used. Note that the starter motor 47 is driven by the electric power of the 12V battery 11, but the starter motor 47 using the 12V battery 11 is started as low as possible for low temperature start.

[Compressor operation during idle stop → vehicle start]
When the air conditioner is used during idling stop, the air compressor 48 can be operated using the motor generator 2. In this case, as shown in FIG. 16, the second sync clutch S2 is set to the neutral state, the power transmission between the second input shaft 14 and the output shafts 15 and 16 is interrupted, and the second input shaft 14 and the engine 1 are cut off. Is interrupted by the second clutch CL2. In this state, the motor generator 2 and the air compressor 48 are connected, and the air compressor 48 is driven by the motor generator 2.

  When the vehicle is started from this state, the second clutch CL2 is connected while the motor generator 2 is rotated, and the engine 1 is driven by the power of the motor generator 2 as shown by the dotted arrow in FIG. Start. Thus, when the engine 1 is started, as shown by the solid line arrow in FIG. 16, the first clutch CL1 is connected to transmit the power of the engine 1 and the motor generator 2 to the first input shaft 13, and The speed is changed by the speed gear train 40 and the power is transmitted to the output shafts 15 and 16. As a result, the vehicle starts by receiving power from the engine 1 and the motor generator 2.

  The individual operations of the hybrid vehicle 100 according to the driving situation have been described above. Next, the flow of vehicle control will be described according to the respective travel pattern examples shown in FIGS. 17, 18, and 19. In the following description, starting and traveling by the motor generator 2 alone are referred to as “EV starting” and “EV traveling”, respectively, and constant speed traveling by the motor generator 2 alone is referred to as “EV cruise traveling”.

[EV start → engine driving → EV cruise driving]
In the running pattern shown in FIG. 17, at the time of (a), the motor generator 2 alone starts the vehicle. At this time, all of the first to third clutches CL1 to CL3 are disengaged, the first sync clutch S1 is neutral, the second sync clutch S2 is connected to the third gear train 44, and the third sync clutch S3 Is connected to the engine 1 side (forward side). Therefore, at this time, the motor generator 2 drives the vehicle forward at the third speed.

  Next, in the region (b), the first clutch CL1 is connected, and the motor generator 2 rotation through the third speed gear train 44 and the output shafts 15 and 16 causes the engine start gear train 42 and the first input shaft 13 to rotate. Via the engine 1. While increasing the torque of the motor generator 2 from this state (see (b-c) in the figure), fuel injection and ignition are performed in the engine 1, and the engine 1 is started in the region (c). The rotational speed of the engine 1 increases here.

  Thereafter, in the region (d), the connection state of the first clutch CL1 is switched to the connection state of the second clutch CL2, and the power of the engine 1 is transferred to the output shafts 15 and 16 through the third-speed gear train 44. Communicated. Accordingly, at this time, the vehicle is hybrid driven using the power of the motor generator 2 and the engine 1.

  When the accelerator pedal is further depressed from this state and the vehicle accelerates, in the region (e), first, the fifth speed gear train 41 on the first input shaft 13 side is preshifted, and then the second clutch CL2 is connected. The state is switched to the connected state of the third clutch CL3, and the power of the engine 1 is shifted to the fourth speed and transmitted to the output shafts 15 and 16. When acceleration continues, the state is switched from the connected state of the third clutch CL3 to the connected state of the first clutch CL1, so that the power of the engine 1 is shifted to the fifth gear and transmitted to the output shafts 15 and 16. become. During this time, the vehicle is almost driven by the engine.

The region (f) is an EV cruise traveling region, and in this region, all of the first to third clutches CL1 to CL3 are in a disconnected state. At this time, the motor generator 2 travels at a constant speed in the third gear train 44, and during that time, the engine 1 is in an engine stop state or a cylinder deactivation state.
The engine 1 is switched to engine stop or cylinder deactivation, for example, based on navigation system information, or according to switching operation of a mode switch (such as “eco-run mode”) in the passenger compartment. You may make it do.

  Further, when the EV cruise traveling is terminated from this state due to a decrease in the remaining capacity of the high voltage battery 5 or the like, in the region (g), the first clutch CL1 is connected, the engine 1 is restarted, and the engine 1 is restarted. Switch to cruise driving. The starting of the engine 1 in the region (g) is the same as the above (b) to (d). Further, when switching to cruise traveling by the engine 1, the connection state of the first clutch CL1 is switched to the connection state of the second clutch CL2. Therefore, the cruise traveling by the engine 1 is performed by the third speed gear train 44.

[Deceleration → Re-acceleration]
In the travel pattern shown in FIG. 18, in the region (h), the second clutch CL2 is in the engaged state, the first synchro clutch S1 is in the neutral state, and the second synchro clutch S2 is in the seventh speed gear train 45. The third sync clutch S3 is connected to the engine 1 side (forward side). In this state, the engine 1 and the motor generator 2 are both connected to the output shafts 15 and 16 via the seventh speed gear train 45.

  When the vehicle starts decelerating in the region (i) from this state, the engine 1 is deactivated while being connected to the output shafts 15 and 16 at the seventh speed, and at this time, the motor generator 2 is operated at the seventh speed. Start regenerative braking at connection. In the latter part of the region (i), the first sync clutch S1 is pre-shifted to the fifth speed gear train 41 in preparation for the next shift.

Subsequently, in the region (j), the engine 1 is returned from the cylinder deactivation operation to the normal operation, while being switched from the connection state of the second clutch CL2 to the connection state of the third clutch CL3. 1 is connected to the output shafts 15 and 16 at the sixth speed (see j-1 in the figure). Thereby, the engine brake acts on the vehicle.
Next, while the engine brake is acting on the vehicle, the connection of the second sync clutch S2 is switched from the seventh speed gear train 45 to the third speed gear 44. As a result, the engine 1 is connected to the output shafts 15 and 16 at the fourth speed, and the motor generator 2 is connected to the output shafts 15 and 16 at the third speed. In this state, the engine 1 is stopped as shown in FIG.

  In the region (k), the motor generator 2 performs regenerative braking in the connection at the third speed stage while the engine 1 is stopped. Accordingly, in this region (k), almost the entire amount of braking energy is used for regeneration.

Subsequently, in the areas (l) and (m), the acceleration of the vehicle is resumed.
In the region (l), the first clutch CL1 is connected, and the motor generator 2 is driven with high torque. Thereby, the engine 1 is started again. Then, in the latter half of the region (l), the fifth gear train 41 is preshifted by the first sync clutch S1.
In the subsequent area (m), the state is switched from the connected state of the first clutch CL1 to the connected state of the third clutch CL3, and the engine 1 is connected to the output shafts 15 and 16 at the fourth speed. As a result, the vehicle is accelerated with the fourth speed on the engine 1 side and the third speed on the motor generator 2 side.

In the area (n), the acceleration of the vehicle is finished, and the engine 1 runs at a constant speed.
Here, first, the connection state of the third clutch CL3 is switched to the connection state of the first clutch CL1, and the engine 1 is connected to the output shafts 15 and 16 at the fifth speed. Next, in this state, the second sync clutch S2 is connected to the seventh speed gear train 45 side, and the motor generator 2 is connected to the output shaft at the seventh speed stage.

[EV driving mode → engine driving → vehicle stop]
In the travel pattern shown in FIG. 19, the vehicle is started and accelerated only by the motor generator 2 in the region (p). At this time, all of the first to third clutches CL1 to CL3 are disengaged, and the motor generator 2 is connected to the output shafts 15 and 16 at the third speed by the second synchro clutch S2.
Subsequently, in the region (q), constant speed traveling is performed only by the motor generator 2 connected to the output shafts 15 and 16 at the third speed stage.

When shifting to the region (r) from the above EV traveling state, the engine 1 is started and switched to engine traveling (hybrid drive traveling).
In the region (r), first, the motor generator 2 is driven with a high torque, the first clutch CL1 is connected, the starting torque is applied to the engine 1, and the engine 1 is started. In the latter part of the region (r), the first clutch CL1 is disengaged, and the first sync clutch S1 is switched to the fifth speed gear train 41 during that time.

Subsequently, in the region (s), the first clutch CL1 is reconnected, and the power of the engine 1 is shifted to the fifth gear through the first input shaft 13 and transmitted to the output shafts 15 and 16. At this time, the vehicle receives power from the engine 1 and the motor generator 2 and accelerates.
In the next region (u), gear shift on the motor generator 2 side is performed in order to shift to cruise traveling by the engine 1.
Here, the power of the engine 1 is transmitted to the output shafts 15 and 16 via the 5-speed gear train 41 on the first input shaft 13 side while the first clutch CL1 is in the connected state, while the second input shaft The 14th 7-speed gear train 45 is connected to the output shafts 15 and 16 side by the second synchro clutch S2. As a result, in the motor generator 2, the gear position for the output shafts 15, 16 is smoothly changed to the seventh gear in a state where the engine power is interrupted.

  Thereafter, in the region (v), the connected state of the first clutch CL1 is switched to the connected state of the second clutch CL2, and the power of the engine 1 is shifted to the seventh gear and transmitted to the output shafts 15 and 16. Is done. Further, the motor generator 2 is in an output (torque) state. Therefore, in this region, the vehicle travels at a constant speed only with the power of the engine 1.

In the subsequent regions (w), (x), and (y), the vehicle is decelerated.
In the region (w), the engine 1 is set to the cylinder deactivation operation while the engine 1 is connected to the output shafts 15 and 16 via the seventh-speed gear train 45 on the second input shaft 14 side, and the motor generator 2 is operated. Starts regenerative braking when connected at the seventh gear. In the area (w), the first sync clutch S1 is pre-shifted to the fifth speed gear train 41 in preparation for the next shift.

  Subsequently, in the region (x), the engine 1 is returned from the cylinder deactivation operation to the normal operation, while being switched from the connection state of the second clutch CL2 to the connection state of the third clutch CL3. 1 is connected to the output shafts 15 and 16 at a sixth speed, and an engine brake acts on the vehicle. Then, while the engine brake is acting on the vehicle, the connection of the second sync clutch S2 is switched from the seventh speed gear train 45 to the third speed gear train 44. Thereby, the engine 1 is connected to the output shafts 15 and 16 at the fourth speed stage, and the motor generator 2 is connected to the output shafts 15 and 16 at the third speed.

  In the region (y), the engine 1 is completely stopped, and in this state, the motor generator 2 performs regenerative braking with a third speed connection. The vehicle stops after this.

As described above, the hybrid vehicle 100 includes the first input shaft 13 that can be connected to the output shafts 15 and 16 by one of the first gear train 40 and the fifth gear train 41, the third gear train 44, and the seventh gear. The second input shaft 14 that can be connected to the output shafts 15, 16 by one of the rows 45 is coupled to the carrier 20 and the first sun gear 21 of the differential gear unit 25, respectively, and the engine 1 and the carrier 20 (first input shaft 13). ) Between the engine 1 and the second input shaft (first sun gear 21), and a third clutch CL3 between the engine 1 and the second sun gear 22, respectively. An odd number of gears can be obtained by connecting one of the first clutch CL1 and the second clutch CL2, and even by connecting the third clutch C3. It is possible to obtain the gear position of the stage, without increasing the axial length of the device, it is possible to multistage gear.
In this hybrid vehicle 100, since the motor generator 2 is integrally connected to the second input shaft 14, the third speed gear train 44 and the seventh speed on the second input shaft 14 during EV travel by the motor generator 2. The gear train 45 can be appropriately selected and used in accordance with the driving conditions, and at the time of hybrid driving, the gear shift stage can be pre-shifted without interrupting the power transmission to the output shafts 15 and 16 under most conditions. It can be carried out.
Therefore, in this hybrid vehicle 100, it is possible to improve fuel efficiency and drivability without increasing the size of the apparatus.

Next, a second embodiment of the present invention shown in FIGS. 20 to 23 will be described. In addition, the same code | symbol is attached | subjected to the common part of each embodiment also including other embodiment demonstrated later, and the overlapping description shall be abbreviate | omitted.
The basic configuration of the hybrid vehicle 200 of the second embodiment is substantially the same as that of the first embodiment, but the gear train disposed on the first input shaft 13 side and the second input shaft 14 side. The structure of the differential gear device 225 is slightly different from the point that the gear train disposed in the reverse is opposite.

  That is, as shown in the overall configuration diagram of FIG. 20, in the hybrid vehicle 200, a third speed gear train 44 and a seventh speed gear train 45 are disposed between the first input shaft 13 and the output shafts 15 and 16, A first gear train 40 and a fifth gear train 41 are arranged between the second input shaft 14 and the output shafts 15 and 16. Note that the engine start gear train 42 is disposed between the first input shaft 13 and the output shaft 16 as in the first embodiment.

  The differential gear device 225 includes a carrier 220 that rotatably supports a plurality of planetary gears 219, a sun gear 221 that meshes with the planetary gear 219, and a ring gear 223, while the ring gear 223 is coupled to the first input shaft 13. Thus, the sun gear 221 is coupled to the second input shaft 14. A first clutch CL1 is interposed between the clutch drum 28 coupled to the direct coupling shaft 12 and the ring gear 223 (first input shaft 13), and the direct coupling shaft 12 and the second input shaft 14 (sun gear 221) are connected. A second clutch CL <b> 2 is interposed therebetween, and a third clutch CL <b> 3 is interposed between the clutch drum 28 and the holding ring 227 of the carrier 220.

FIG. 21 is a diagram schematically showing the hybrid vehicle 200 shown in FIG. 20 in order to facilitate understanding of the functions. FIG. 22 shows first to third corresponding to each shift mode of the transmission 4. The operation states of the clutches CL1, CL2, CL3 and the first to third synchro clutches S1, S2, S3 are shown in a graph.
Here, the individual operations of the transmission 4 for each vehicle running state are simply described with reference to the chart of FIG. 22 and will not be described in detail. In the following, as an example of control of one traveling pattern, EV traveling → engine traveling → Control when shifting to EV cruise traveling will be described with reference to FIG.

  At the time of FIG. 23A, the vehicle starts (EV start) with the motor generator 2 alone. At this time, all of the first to third clutches CL1 to CL3 are disengaged, the first synchro clutch S1 is made neutral, the second synchro clutch S2 is connected to the first speed gear train 40, and the third synchro clutch S3 Is connected to the engine 1 side (forward side). Therefore, at this time, the motor generator 2 drives the vehicle forward at the first speed.

  In the region (B), the first clutch CL1 is connected, and the rotation of the motor generator 2 through the first speed gear train 40 and the output shafts 15 and 16 passes through the engine start gear train 42 and the first input shaft 13. And transmitted to the engine 1. While increasing the torque of the motor generator 2 from this state (see (B-C) in the figure), fuel injection and ignition are performed in the engine 1, and the engine 1 is started in the region (C). The rotational speed of the engine 1 increases here.

  Thereafter, in the region (D), the connection of the first clutch CL1 is once cut off, and during this time, the first sync clutch S1 on the first input shaft 13 side is connected to the third speed gear train 44, and thereafter 1 clutch CL1 is engaged again. As a result, the power of the engine 1 is transmitted to the output shafts 15 and 16 through the third-speed gear train 44, and the vehicle is hybrid driven using the power of the motor generator 2 and the engine 1.

  Subsequently, in the region (E), while the engine power is being transmitted to the output shafts 15 and 16 via the first input shaft 13 side, the torque of the motor generator 2 is reduced and the second input shaft is reduced. The 14th gear train is pre-shifted from the first gear train 40 to the fifth gear train 41 by the second sync clutch S2.

  When the accelerator pedal is further depressed from this state and the vehicle accelerates, in the region (F), first, the connection state of the second clutch CL2 is switched to the connection state of the third clutch CL3. The power is shifted to the fourth speed and transmitted to the output shafts 15 and 16. When the acceleration continues, the state is switched from the connected state of the third clutch CL3 to the connected state of the second clutch CL2, and the power of the engine 1 is shifted to the fifth gear and transmitted to the output shafts 15 and 16. It becomes like this. During this time, the vehicle is almost driven by the engine.

  The region (G) is the EV cruise traveling region, and in this region, the first to third clutches CL1 to CL3 are all disconnected. At this time, the motor generator 2 travels at a constant speed in the 5-speed gear train 41, and during that time, the engine 1 is in an engine stop state or a cylinder deactivation state.

  Further, when the EV cruise traveling is terminated from this state due to a decrease in the remaining capacity of the high voltage battery 5 or the like, in the region (H), the first clutch CL1 is connected, the engine 1 is restarted, and the engine 1 is restarted. Switch to cruise driving. The starting of the engine 1 in the region (H) is the same as the above (B) to (D). Further, when switching to cruise traveling by the engine 1, the connection state of the first clutch CL1 is switched to the connection state of the second clutch CL2. Therefore, the cruise traveling by the engine 1 is performed by the fifth speed gear train 41.

Also in the hybrid vehicle 200 of the second embodiment, the arrangement of the gear trains on the first input shaft 13 side and the second input shaft 14 side and the configuration of the differential gear device 225 are slightly different from those of the first embodiment. Although different, the first input shaft 13 and the second input shaft 14 are coupled to the ring gear 223 and the sun gear 221, respectively, and the first clutch CL1, the engine 1 and the first gear are interposed between the engine 1 and the ring gear 223 (first input shaft 13). Since the second clutch CL2 is interposed between the two input shafts (sun gear 221) and the third clutch CL3 is interposed between the engine and the carrier 20, the first embodiment and Similarly, it is possible to increase the number of shift stages without increasing the shaft length of the apparatus.
Also in the case of this hybrid 200 vehicle, since the motor generator 2 is integrally connected to the second input shaft 14, during EV traveling, the first-side gear train 44 and the fifth-speed gear train 41 are set according to the traveling conditions. It is possible to select and use appropriately, and at the time of hybrid driving, it is possible to pre-shift the gear stage without interrupting the power transmission to the output shafts 15 and 16 under most conditions.

Next, a third embodiment shown in FIGS. 24 and 25 will be described.
FIG. 24 is a diagram showing an overall configuration of the hybrid vehicle 300, and FIG. 25 is a diagram schematically showing the configuration. In this hybrid vehicle 300, the basic arrangement of the gear train and the configuration of the differential gear mechanism 225 are the same as those in the second embodiment, but in the second embodiment, between the first input shaft 13 and the output shaft 16. The only difference is that the engine start gear train 42, which has been provided in, is abolished and the function of the engine start gear train is added to the seventh speed gear train 45 having the largest speed ratio. Only this difference will be described below.
Further, the operations of the first to third clutches CL1, CL2, CL3 and the first to third synchro clutches S1, S2, S3 corresponding to the respective shift modes of the transmission 4 of this embodiment are shown in FIG. This is the same as that of the second embodiment.

  In the seventh speed gear train 45 of the hybrid vehicle 300, the drive gear 45a is integrally fixed to the first input shaft 13 and the driven gear 45b is rotatably supported by the output shaft 16, as in the other embodiments. One sync clutch S1 is connectable to the output shaft 16. Then, on the inner peripheral side of the driven gear 45 b, both forward and reverse rotation transmission from the output shaft 16 to the first input shaft 13 is permitted via a path different from the first sync clutch S 1, and output from the first input shaft 13. A two-way clutch 43 that prevents both forward and reverse rotation transmission to the shaft 16 is provided.

Therefore, in this hybrid vehicle 300, for example, when the EV 1 is running and the output shaft 16 rotates with the engine 1 stopped and the first clutch CL1 disconnected, the output is performed even if the first sync clutch S1 is in the neutral state. The rotation of the shaft 16 is transmitted to the first input shaft 13 via the two-way clutch 43 and the seventh speed gear train 45. At this time, the rotation of the output shaft 16 is greatly decelerated by the seventh speed gear train 45. From this state, when the first clutch CL1 is connected, the rotation of the output shaft 16 is further transmitted from the first input shaft 13 to the engine 1, and at this time, fuel injection and ignition are performed in the engine 1, The engine 1 is started. When the engine 1 is started in this way, the rotation is transmitted to the first input shaft 13. At this time, the first sync clutch S 1 is in the neutral state, and the seventh speed gear train 45 is driven by the function of the two-way clutch 43. In order to prevent rotation transmission from the input shaft 13 to the output shaft 15, unstable torque immediately after the engine 1 is started is not transmitted to the output shafts 15 and 16.
Therefore, in this hybrid 300, a dedicated gear train for starting the engine is eliminated while maintaining the same function as that of the other embodiments, thereby reducing the number of parts and further downsizing the apparatus. .

FIG. 26 schematically shows the configuration of a hybrid vehicle 400 according to the fourth embodiment of the present invention.
The hybrid vehicle 400 has a structure similar to that of the second embodiment, except that the drive gear 45Aa of the ninth speed gear train 45A co-engaged with the driven gear 45b on the output shafts 15 and 16 side of the seventh gear train 45 is the first. The point added to the 2 input shaft 14 side is different from that of the second embodiment.

In this hybrid vehicle 400, a driven gear 45 b (gear element) of a seventh speed gear train 45 that connects the first input shaft 13 and the output shafts 15, 16, and a ninth speed that connects the second input shaft 14 and the output shafts 15, 16. The driven gear of the gear train 45A is shared, and the drive gear 45a on the 7th gear train 45 side and the drive gear 45Aa on the 9th gear train 45A side are engaged with a common driven gear 45b. The drive gear 45a on the 7th speed gear 45 side and the drive gear 45Aa on the 9th speed gear side 45A are set with different numbers of teeth and outer diameter.
The driven gear 45Aa on the 9th gear train 45A side is rotatably supported by the second input shaft 14, and can be connected to and disconnected from the second input shaft 14 by the fourth sync clutch S4.

When shifting the power of the engine 1 to the seventh speed, the first input shaft 13 and the output shafts 15 and 16 are connected by the seventh speed gear train 45 by the first sync clutch S1, and the first clutch CL1 is connected in this state. Connecting.
When shifting the power of the engine 1 to the eighth speed, the first input shaft 13 and the output shafts 15 and 16 are connected by the seventh speed gear train 45 by the first synchronization clutch S1, and at the same time by the fourth synchronization clutch S4. The second input shaft 14 and the output shafts 15 and 16 are connected by a ninth gear train 45A, and in this state, the third clutch CL3 is connected.
When shifting the power of the engine 1 to the 9th speed, the second input shaft 14 and the output shafts 15 and 16 are connected by the 9th speed gear train 45A by the fourth sync clutch S4. In this state, the second clutch Connect CL2.

Therefore, in the hybrid vehicle 400 of this embodiment, substantially the same basic effects as those of the second embodiment can be obtained, and the transmission of the transmission can be performed without causing a significant increase in the number of parts or an increase in the axial length. The gear position can be increased. That is, for the 9th gear train 45A, there is no need to add a dedicated driven gear to the output shafts 15 and 16 side, so one gear element can be reduced and the shaft length can be shortened accordingly.
In this embodiment, the driven gear 45b of the 7th gear train 45 is shared with the 9th gear train 45A. However, the driven gears can be shared for the remaining gear trains, and the speed of the transmission can be increased. In the hybrid vehicles 100 and 300 according to the first and third embodiments, the speed of the transmission 4 can be increased by the same method.

  In addition, this invention is not limited to said embodiment, A various design change is possible in the range which does not deviate from the summary. For example, in each of the above embodiments, the motor generator 2 is coupled to only one of the two input shafts (the first input shaft 13 and the second input shaft 14) connected to the differential gear devices 25 and 225. However, the motor generator 2 may be coupled to both input shafts.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Motor generator 3 ... Differential apparatus (wheel drive part)
4 ... Transmission 5 ... High-voltage battery (electric storage means)
DESCRIPTION OF SYMBOLS 13 ... 1st input shaft 14 ... 2nd input shaft 15, 16 ... Output shaft 19,219 ... Planetary gear 20 ... Carrier 21 ... 1st sun gear 22 ... 2nd sun gear 25, 225 ... Differential gear apparatus (power split mechanism, reverse) mechanism)
36 ... Fixed wall 40 ... 1st gear train 41 ... 5th gear train 42 ... Engine start gear train 43 ... Two-way clutch 44 ... 3rd gear train 45 ... 7th gear train 45b ... Driven gear 48 ... Air compressor (auxiliary)
DESCRIPTION OF SYMBOLS 100, 200, 300, 400 ... Hybrid vehicle 220 ... Carrier 221 ... Sun gear 223 ... Ring gear CL1 ... 1st clutch CL2 ... 2nd clutch CL3 ... 3rd clutch S1 ... 1st synchro clutch S2 ... 2nd synchro clutch S3 ... 3rd synchro clutch

Claims (14)

An engine that functions as a drive source;
A motor generator that functions as a drive source and a generator;
A transmission that is interposed between the wheel drive unit and the engine and motor generator to adjust the rotational speed ratio of input and output;
Power storage means for supplying electric power to the motor generator and storing electric power generated by the motor generator, and
In hybrid vehicles where these are controlled according to the driving situation of the vehicle,
The transmission is
An output shaft connected to the wheel drive unit;
A first input shaft connectable to the output shaft via a gear train;
A second input shaft connectable to the output shaft via another gear train;
A power split mechanism disposed between the engine and the first input shaft and the second input shaft so that the power on the engine side can be split into the first input shaft and the second input shaft;
A first clutch that is interposed between the engine and the first input shaft and operates to connect / disconnect power;
A second clutch that is interposed between the engine and the second input shaft and operates to connect / disconnect power;
A third clutch that is interposed between the engine and the power split mechanism and operates to connect / disconnect power,
By connecting the third clutch, the engine and the output shaft are connected at an intermediate shift stage between the shift stage by the gear train on the first input shaft side and the shift stage by the gear train on the second input shaft side. ,
The hybrid vehicle, wherein the motor generator is connected to at least one of the first input shaft and the second input shaft. An engine that functions as a drive source;
A motor generator that functions as a drive source and a generator;
A transmission that is interposed between the wheel drive unit and the engine and motor generator to adjust the rotational speed ratio of input and output;
Power storage means for supplying electric power to the motor generator and storing electric power generated by the motor generator, and
In hybrid vehicles where these are controlled according to the driving situation of the vehicle,
The transmission is
An output shaft connected to the wheel drive unit;
A first input shaft connectable to the output shaft via a gear train;
A second input shaft that is connectable to the output shaft via another gear train and to which the motor generator is connected;
A power split mechanism disposed between the engine and the first input shaft and the second input shaft so that the power on the engine side can be split into the first input shaft and the second input shaft;
A first clutch that is interposed between the engine and the first input shaft and operates to connect / disconnect power;
A second clutch that is interposed between the engine and the second input shaft and operates to connect / disconnect power;
A third clutch that is interposed between the engine and the power split mechanism and operates to connect / disconnect power,
By connecting the third clutch, the engine and the output shaft are connected at an intermediate shift stage between the shift stage by the gear train on the first input shaft side and the shift stage by the gear train on the second input shaft side. A hybrid vehicle characterized by that. The first input shaft is connected to the output shaft via a gear train on the shaft side, the first clutch is connected, and the engine and the output shaft are connected via the first input shaft. When
The second input shaft is connected to the output shaft via a gear train on the shaft side, and is disconnected from the engine by the second clutch,
3. The hybrid vehicle according to claim 2, wherein a wheel drive unit is driven by the motor generator or regenerative braking is performed in this state. The first input shaft is connected to the output shaft via a gear train on the shaft side, the first clutch is connected, and the engine and the output shaft are connected via the first input shaft. When
Cutting off the connection between the second input shaft and the output shaft via the gear train on the shaft side, and connecting the second input shaft and the engine by the second clutch;
4. The hybrid vehicle according to claim 2, wherein a wheel drive unit is driven by the motor generator in this state or regenerative braking is performed. 5. The second input shaft is connected to the output shaft via a gear train on the shaft side, and the connection between the second input shaft and the engine is cut off by the second clutch, and the wheel is in that state. When the engine is started and the wheel drive unit is driven by the engine and the motor generator to shift to the hybrid drive state where the drive unit is driven by the motor generator alone.
The first clutch is connected to transmit the power of the engine to the output shaft via the first input shaft and a gear train on the shaft side, and the second clutch is disconnected to the second input. Disconnect the shaft side from the engine,
5. The hybrid vehicle according to claim 2, wherein in this state, the gear train on the second input shaft side is switched to a gear train of a gear position suitable for driving conditions. The first input shaft is provided with an engine start gear train that decelerates the rotation of the output shaft and transmits the rotation to the first input shaft, and the first input from the output shaft to the engine start gear train is provided. A two-way clutch that allows rotation transmission to the shaft and prevents rotation transmission from the first input shaft to the output shaft;
The second input shaft is connected to the output shaft via a gear train on the shaft side, and the connection between the second input shaft and the engine is cut off by the second clutch, and the wheel is in that state. The engine is started by rotation of the output shaft via the engine start gear train and the first input shaft by connecting the first clutch from an electrically driven state in which the drive unit is driven by the motor generator alone. And
The hybrid vehicle according to any one of claims 2 to 5, wherein the two-way clutch prevents rotation immediately after the engine is started from being transmitted to the output shaft through the engine start gear train. . A reversing mechanism for transmitting the rotation of the second input shaft to the first input shaft as a reverse rotation;
The connection between the second input shaft and the output shaft through the gear train on the shaft side is cut off, and the connection between the second input shaft and the engine is cut off by the second clutch,
In this state, the motor generator and the reversing mechanism are operated, and the power in the reverse direction of the first input shaft is transmitted through another gear train having a smaller gear ratio than the engine start gear train on the first input shaft side. 7 is transmitted to the output shaft, and at this time, the two-way clutch prevents rotation from being transmitted from the first input shaft to the output shaft through the engine start gear train. The described hybrid vehicle. A reversing mechanism for transmitting the rotation of the second input shaft to the first input shaft as a reverse rotation;
The connection between the second input shaft and the output shaft through the gear train on the shaft side is cut off, and the connection between the second input shaft and the engine is cut off by the second clutch,
In this state, the motor generator and the reversing mechanism are operated, and the power in the reverse direction of the first input shaft is transmitted through another gear train having a smaller gear ratio than the engine start gear train on the first input shaft side. Is transmitted to the output shaft, and at this time, the two-way clutch prevents rotation from being transmitted from the first input shaft to the output shaft through the engine start gear train,
Further, in this state, when the remaining power storage capacity of the power storage means falls below a specified value, the engine is started by connecting the second clutch while controlling the capacity, and switching to reverse running by the power of the engine is performed. The hybrid vehicle according to claim 6. A reversing mechanism for transmitting the rotation of the second input shaft to the first input shaft as a reverse rotation;
The connection between the second input shaft and the output shaft via the shaft-side gear train is cut off, and the second input shaft and the engine are connected by the second clutch,
In this state, the motor generator is operated to start the engine, and the reversing mechanism is further operated, whereby the power in the reverse direction of the first input shaft is supplied to the engine start gear train on the first input shaft side. The two-way clutch transmits the rotation to the output shaft through another gear train having a smaller gear ratio than the rotation from the first input shaft to the output shaft through the engine start gear train. The hybrid vehicle according to claim 6, wherein: A power-driven auxiliary machine is connected to the motor generator,
During idle stop of the vehicle, the connection between the second input shaft and the output shaft via the shaft-side gear train is cut off, and the connection between the second input shaft and the engine is the second The hybrid vehicle according to any one of claims 2 to 9, wherein the hybrid vehicle is disconnected by a clutch and the auxiliary machine is operated by the motor generator in that state. A carrier for supporting a plurality of planetary gears, and a differential gear device having a first sun gear and a second sun gear meshing with the planetary gears;
The carrier is connected to the first input shaft;
The first sun gear is connected to the second input shaft;
The first input shaft is connected to the engine via the first clutch;
The second input shaft is connected to the motor generator, while being connected to the engine via the second clutch,
The second sun gear is connected to the engine via the third clutch;
Between the first input shaft and the output shaft, a first-speed gear train and a fifth-speed gear train that can connect both shafts with a specific gear ratio, and the first input shaft that decelerates the rotation of the output shaft. And a first sync clutch that can be selectively switched between a connected state by a first-speed gear train, a connected state by a fifth-speed gear train, and a neutral state. ,
The engine start gear train is provided with a two-way clutch that allows rotation transmission from the output shaft to the first input shaft and prevents rotation transmission from the first input shaft to the output shaft,
Between the second input shaft and the output shaft, a third speed gear train and a seventh speed gear train capable of connecting both shafts with a specific gear ratio are provided in parallel, and a connection state by the third speed gear train is provided. A second synchro clutch is provided that can selectively switch between three states, a connected state by a speed gear train and a neutral state;
A third synchro that is capable of selectively switching between three states of a connection state with the engine, a connection state with a fixed wall, and a neutral state is provided at a contact / separation portion opposite to the second sun gear side of the third clutch. The hybrid vehicle according to any one of claims 2 to 10, wherein a clutch is provided. A differential gear device having a carrier that supports a plurality of planetary gears, a sun gear that meshes with the planetary gears, and a ring gear;
The ring gear is connected to the first input shaft;
The sun gear is connected to the second input shaft;
The first input shaft is connected to the engine via the first clutch;
The second input shaft is connected to the motor generator, while being connected to the engine via the second clutch,
The carrier is connected to the engine via the third clutch;
Between the first input shaft and the output shaft, a third speed gear train and a seventh speed gear train that can connect the two shafts with a specific gear ratio, and the first input shaft that decelerates the rotation of the output shaft. And a first sync clutch that can be selectively switched between a three-speed gear train, a seven-speed gear train, a neutral state, and a neutral state. ,
The engine start gear train is provided with a two-way clutch that allows rotation transmission from the output shaft to the first input shaft and prevents rotation transmission from the first input shaft to the output shaft,
Between the second input shaft and the output shaft, a 1-speed gear train and a 5-speed gear train capable of connecting both shafts with a specific gear ratio are provided in parallel, and a connected state by the 1-speed gear train is provided. A second synchro clutch is provided that can selectively switch between three states, a connected state by a speed gear train and a neutral state;
At the contact / separation portion of the third clutch opposite to the carrier side, there is a third synchro clutch that can be selectively switched between three states: a connection state with the engine, a connection state with a fixed wall, and a neutral state. The hybrid vehicle according to claim 2, wherein the hybrid vehicle is provided. A differential gear device having a carrier that supports a plurality of planetary gears, a sun gear that meshes with the planetary gears, and a ring gear;
The ring gear is connected to the first input shaft;
The sun gear is connected to the second input shaft;
The first input shaft is connected to the engine via the first clutch;
The second input shaft is connected to the motor generator, while being connected to the engine via the second clutch,
The carrier is connected to the engine via the third clutch;
Between the first input shaft and the output shaft, a 3-speed gear train and a 7-speed gear train capable of connecting both shafts with a specific gear ratio are provided in parallel, and a connection state by the 3-speed gear train is provided. There is provided a first synchro clutch that can selectively switch between three states, a connected state by a speed gear train and a neutral state,
The seventh speed gear train allows rotation transmission from the output shaft to the first input shaft and prevents rotation transmission from the first input shaft to the output shaft through a path different from the first sync clutch. A two-way clutch is provided,
Between the second input shaft and the output shaft, a 1-speed gear train and a 5-speed gear train capable of connecting both shafts with a specific gear ratio are provided in parallel, and a connected state by the 1-speed gear train is provided. A second synchro clutch is provided that can selectively switch between three states, a connected state by a speed gear train and a neutral state;
At the contact / separation portion of the third clutch opposite to the carrier side, there is a third synchro clutch that can be selectively switched between three states: a connection state with the engine, a connection state with a fixed wall, and a neutral state. The hybrid vehicle according to claim 2, wherein the hybrid vehicle is provided.   The gear element on the output shaft side of the gear train connecting the first input shaft and the output shaft and the gear element on the output shaft side of the gear train connecting the second input shaft and the output shaft are shared, The gear element on the first input shaft side and the gear element on the second input shaft side are meshed with a common gear element on the output shaft, and the gear element on the first input shaft side and the second input shaft The hybrid vehicle according to any one of claims 1 to 13, wherein the side gear elements are set to different numbers of teeth.

Images