JP2012197077A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the number of clutches as much as possible in a power transmission device for vehicle which transmits power of an engine and power of a motor to a vehicle shaft while enabling a gear mechanism to be commonly used by the engine and the motor.SOLUTION: An output shaft 9 is arranged to be lateral and parallel to engine input shafts 2, 4 and a motor input shaft 6. Engine side gear mechanisms 5, 10, 11 are provided for transmitting power of the engine input shafts 2, 4 to the output shaft 9. Motor side gear mechanisms 7, 12, 13 are provided for transmitting power of the motor input shaft 6 to the output shaft 9. An input side clutch 8 engages and disengages the engine input shafts 2, 4 and the motor input shaft 6, When the input side clutch 8 is engaged, the power transmission between a position where the engine side gear mechanisms 5, 10, 11 are arranged on the engine input shafts 2, 4 and a position where the motor side gear mechanisms 7, 12, 13 are arranged on the motor input shaft 6 is invariably possible.

Description

The present invention relates to a vehicle power transmission device and is suitable for use in a hybrid vehicle.

Conventionally, as a power transmission device used in a hybrid vehicle, a device as described in Patent Document 1 is known. As shown in FIG. 1 of Patent Document 1, the power transmission device includes an engine input shaft 32 to which power generated by the engine 51 is input, and a cylindrical first output to which gears for second and fourth speeds are attached. The shaft 33 is intermittently connected to the first clutch 36, and the engine input shaft 32 includes a cylindrical second output shaft 34 to which gears for first and third speeds are attached, and a second second. The clutch 37 is engaged / disengaged. The power generated by the motor 53 is also input to the second output shaft 34.

By adopting such a configuration, the engine 51 uses not only the second and fourth gears of the first output shaft 33 but also the first and third gears on the motor 53 side by connecting the second clutch 37. be able to. Further, the motor 53 is not only the first and third gears on the motor 53 side, but also the first clutch 36.
And the 2nd and 4th speed gears can be used by connecting the second clutch 37.

As described above, this power transmission device is configured to increase the number of gear selection variations from the engine input shaft 32 through the first clutch 36 and the second clutch 37, respectively.
Power can be transmitted to the 4th speed gear and the 1st and 3rd speed gears. That is, the first to fourth gears can be shared by the engine 51 and the motor 53.

JP-A-9-123773

However, in the power transmission device of Patent Document 1, the engine input shaft 32 to the first output shaft 33 (2
A clutch 36 dedicated to the power transmission path to the fourth speed) and the engine output shaft 32 to the second output shaft 3
Since the clutches 37 dedicated to the power transmission path to No. 4 (1st, 3rd speed) must be individually provided, the number of clutches increases, and as a result, the size of the entire power transmission device increases.

In view of the above points, the present invention provides a vehicle power transmission device that transmits engine power and motor power to an axle while reducing the number of clutches as much as possible while allowing the engine and motor to share a gear mechanism. Objective.

The invention described in claim 1 for achieving the above object is a vehicle power transmission device for transmitting power generated by an engine (1) and power generated by a motor (MG1) to an axle (15) of the vehicle. The power generated by the engine (1) is input, and the input engine (1)
The engine input shaft (2, 4, 19) that transmits the power of the motor and the power input generated by the motor (MG1) are input and the motor input shaft (6,
6a, 18), an output shaft (9) for outputting power for transmission to the axle (15), and the engine input shaft (2, 4, 19), and the engine input shaft (2, 4). , 19) for transmitting the power of the engine to the output shaft (9) without passing through the motor input shaft (6, 6a, 18), and the motor input Shaft (6, 6a, 18)
The power of the motor input shaft (6, 6a, 18) is supplied to the engine input shaft (2,
4, 19) without passing through the first motor side gear mechanism (7, 7) for transmitting to the output shaft (9).
7a, 7c, 12, 12a, 12c, 13, 13a, 13c) and the engine input shaft (
2, 4, 19) and the motor input shaft (6, 6 a, 18), and an input side clutch (8) that mutually connects and disconnects, and when the input side clutch (8) is connected, the engine From the engine side gear mechanism (5, 10, 11) on the input shaft (2, 4, 19) to the first motor side gear mechanism (7, 7a,) on the motor input shaft (6, 6a, 18). 7c, 12, 12a,
12c, 13, 13a, 13c) is a vehicle power transmission device characterized in that power transmission is possible.

With this configuration, if the input clutch (8) is connected, the engine (
1) The motor side gear mechanism (5, 10, 11) or the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) is shared by the motor (MG1). Can do. If the input side clutch (8) is disengaged, the motor (MG1) is used by the first motor side gear mechanism (7 while the engine (1) uses the engine side gear mechanism (5, 10, 11).
7a, 7c, 12, 12a, 12c, 13, 13a, 13c).

When the input side clutch (8) is connected, the engine side gear mechanism (5, 10, 11) is used.
) From the position where the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c) is provided.
, 13, 13a, and 13c), power transmission is always possible. This is in the power transmission path from the position where the engine side gear mechanism (5, 10, 11) is provided to the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c). This means that no clutch other than the input side clutch (8) is interposed. As a result, the number of clutches can be reduced as compared with the conventional one, and as a result, the vehicle power transmission device can be reduced in size.

According to a second aspect of the present invention, in the vehicle power transmission device according to the first aspect, when the input-side clutch (8) is disengaged, the power of the engine input shaft (2, 4, 19). And the power of the motor input shaft (6, 6a, 18) at the same time with different reduction ratios, the output shaft (9)
It is possible to transmit to.

In this case, since the rotation speed of the output shaft (9) is the same, the rotation speed of the motor (MG1) can be made larger than the rotation speed of the engine (1), or the rotation speed of the engine (1) can be increased. The rotational speed of (MG1) can be reduced.

The invention according to claim 3 is the vehicle power transmission device according to any one of claims 1 to 2, wherein a reduction ratio of the engine side gear mechanism (5, 10, 11) is One motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) is characterized by being smaller than the reduction ratio.

By doing so, a gear mechanism having a reduction ratio smaller than that of the motor (MG1) is provided on the engine (1) side. Therefore, the engine (1) can use a gear mechanism with a small reduction ratio, which is frequently used by the engine (1) in a hybrid vehicle, regardless of whether the input side clutch (8) is engaged, As the motor (MG1), a gear mechanism having a large reduction ratio that is frequently used by the motor (MG1) in a hybrid vehicle can be used regardless of whether the input side clutch (8) is engaged or not.

According to a fourth aspect of the present invention, in the vehicle power transmission device according to any one of the first to third aspects, a reduction ratio of the engine side gear mechanism (5, 10, 11) is the vehicle. The reduction ratio of the first gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) is the smallest among the reduction ratios of the gear mechanism provided in the power transmission device for use. It is the largest among the reduction gear ratios of the gear mechanism provided in the vehicle power transmission device.

In this way, the gear mechanism with the smallest reduction ratio is provided on the engine (1) side, and the gear mechanism with the largest reduction ratio is provided on the motor (MG1) side.
Therefore, the engine (1) can use a gear mechanism that is frequently used by the engine (1) in a hybrid vehicle regardless of whether the input-side clutch (8) is engaged or not, and the motor (MG1). ) Can use a gear mechanism that is frequently used by the motor (MG1) in a hybrid vehicle regardless of whether the input side clutch (8) is engaged or not.

According to a fifth aspect of the present invention, in the vehicle power transmission device according to any one of the first to fourth aspects, the motor input shaft (6, 6a, 18) is provided on the motor input shaft. The second motor side gear mechanism (7b, 7d, 12b) for transmitting the power of (6, 6a, 18) to the output shaft (9) without passing through the engine input shaft (2, 4, 19). , 12d, 13
b, 13d), and the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12).
c, 13, 13a, 13c) and the second motor side gear mechanism (7b, 7d, 1c)
2b, 12d, 13b, 13d) has a reduction ratio of the engine side gear mechanism (5, 10, 11).
) Is greater than the reduction ratio.

By doing in this way, the engine (1) can use a gear mechanism that is frequently used by the engine (1) in a hybrid vehicle regardless of the on / off state of the input side clutch (8). In addition, the motor (MG1) is a first-second motor-side gear mechanism that is frequently used by the motor (MG1) in a hybrid vehicle, and the input-side clutch (8).
Can be used regardless of the intermittent state.

The invention according to claim 6 is the vehicle power transmission device according to any one of claims 1 to 5, wherein the engine side gear mechanism (5, 10, 11) is provided on the first motor side. It is characterized by being arranged at a position between the gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) and the engine (1).

In the power transmission device described in Patent Document 1, as shown in FIG.
The first output shaft 33 is turned back to the engine 51 side at the boundary, and the second output shaft 34 is bounded by the clutch 37.
The engine input shaft 32, the first output shaft 33, and the second output shaft 34 have a coaxial triple structure.

However, in order to make the triple structure folded by the clutches 36 and 37 in this way, the engine input shaft 32 that transmits the power of the engine 51 must be lengthened, and as a result, an excessive mounting space is required. In addition, the resistance to the torsional vibration of the input shaft 32 is lowered.

Therefore, in the invention according to claim 6, as described above, the engine side gear mechanism (5, 10, 1
1) the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a
13c) and the engine (1), the distance from the engine (1) to the engine side gear mechanism (5, 10, 11) can be reduced. And the resistance to torsional vibration of the engine input shaft (2, 4, 19) can be kept high.

The invention according to claim 7 is the vehicle power transmission device according to claim 6, wherein the input side clutch (8) includes the engine side gear mechanism (5, 10, 11) and the first motor. It is arranged between the side gear mechanisms (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c).

The invention according to claim 8 is the vehicle power transmission device according to claim 6, wherein the input side clutch (8) includes the motor (MG1) and the first motor side gear mechanism (7, 12).
13), and the motor input shaft (6, 18) is a cylindrical cylindrical motor input shaft (attached to a portion that rotates together with the motor input shaft (6) of the input side clutch (8)).
18), the cylindrical motor input shaft (18) coaxially surrounds a portion of the input side clutch (8) that rotates together with the engine input shaft (2, 4), and the engine input shaft (
2, 4) coaxially surrounding the engine (1) and extending to the motor input shaft (
6, 18) with the other part (6), and the first motor side gear mechanism (7, 12, 13
) Is attached to the end of the cylindrical motor input shaft (18) closer to the engine (1).

Thus, the cylindrical motor input shaft (18) is connected to the engine input shaft (2,
4) is rotatably supported, and the cylindrical motor input shaft (18) is connected to the second engine input shaft (
4), the number of bearing members for supporting the engine input shaft and the motor input shaft is reduced. Further, since the input side clutch (8) is not disposed between the engine side gear mechanism and the first motor side gear mechanism, a unit composed of the engine side gear mechanism and the first motor side gear mechanism is manufactured in a compact manner. Is possible.

The invention according to claim 9 is the vehicle power transmission device according to claim 6, wherein the input side clutch (8) includes the engine (1) and the engine side gear mechanism (5, 10, 1).
1), the engine input shaft (2, 4, 19) is a cylindrical shape attached to a portion of the input side clutch (8) that rotates together with the engine input shaft (2, 4, 19). The cylindrical engine input shaft (19) includes a cylindrical engine input shaft (19) that coaxially surrounds a portion of the input side clutch (8) that rotates together with the motor input shaft (6), and the motor input shaft ( 6) coaxially surrounds and extends in the direction of the motor (MG1), rotates with the other part (4) of the engine input shaft (2, 4, 19), and the engine side gear mechanism (5, 10, 11) is attached to the end of the cylindrical engine input shaft (19) closer to the motor (MG1).

Thus, the motor input shaft (6) is connected to the cylindrical engine input shaft (19).
Since the cylindrical engine input shaft (19) is rotatably supported by the motor input shaft (6), the number of bearing members that support the engine input shaft and the motor input shaft is separately reduced. I'll do it. Further, since the input side clutch (8) is not disposed between the engine side gear mechanism and the first motor side gear mechanism, a unit composed of the engine side gear mechanism and the first motor side gear mechanism is manufactured in a compact manner. Is possible.

In the vehicle power transmission device according to any one of claims 1 to 5, the motor (MG1) includes the engine (1) and the motor side gear mechanism ( 7, 12, 13) and the engine side gear mechanism (5, 10, 11)
Is arranged on the opposite side of the engine (1) when viewed from the first motor side gear mechanism (7, 12, 13).

In this way, since the motor (MG1) can be arranged at a place where a clutch, a torque converter, etc. are installed in a conventional vehicle, the space can be used effectively.

The invention according to claim 11 is the vehicle power transmission device according to claim 10,
The input clutch (8) is disposed between the motor (MG1) and the engine (1).

According to a twelfth aspect of the present invention, in the vehicle power transmission device of the tenth aspect,
The input side clutch (8) is arranged between the engine side gear mechanism (5, 10, 11) and the first motor side gear mechanism (7, 12, 13).

The invention according to claim 13 is the vehicle power transmission device according to any one of claims 1 to 12, wherein the input side clutch (8) includes the engine input shaft (2, 4, 1).
9) a clutch that transmits driving torque only from the motor input shaft (6, 6a, 18) side to the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a).
13c) is characterized by being larger than the reduction ratio of the engine side gear mechanism (5, 10, 11).

By adopting such a one-way clutch, it is not necessary to control connection / disconnection of the input side clutch (8) using an actuator, and as a result, it is not necessary to provide an actuator. This is because the reduction ratio of the motor side gear mechanism is larger than the reduction ratio of the engine side gear mechanism.

The invention according to claim 14 is the vehicle power transmission device according to any one of claims 1 to 13, wherein the input side clutch (8) is based on a physical quantity acquired in the vehicle. And the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 1
3a, 13c) and the engine side gear mechanism (5, 10, 11) are connected and disconnected to control the transmission path and reduction ratio of the power generated by the engine (1) and the motor (MG1). The controller (20) assigns the operation mode of the engine (1) and the motor (MG1) assigned to the acquired physical quantity, and assigns the operation mode to the value of the physical quantity. Based on a predetermined switching map, the input side clutch (8), the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 1c,
3, 13a, 13c) and the connection and disconnection of the engine side gear mechanism (5, 10, 11) to control the selected operation mode.

Thus, the input side clutch (8), the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) and the engine side gear are implemented so as to realize the determined operation mode. By using the switching map when controlling connection and disconnection of the mechanisms (5, 10, 11), it is possible to realize predetermined efficient traveling.

The invention according to claim 15 is the vehicle power transmission device according to claim 14,
The motor (MG1) is rotated by electric power of a vehicle driving battery mounted on the vehicle, and the control device (20) stores a plurality of types of switching maps, and determines the SOC of the vehicle driving battery. Obtaining and selecting one of the plurality of types of switching maps based on the obtained SOC.

With this configuration, it is possible to realize efficient traveling according to the SOC of the vehicle driving battery. In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 1st Embodiment of this invention. FIG. 3 is a diagram illustrating an input / output relationship of a control device 20. It is a figure which shows the power transmission path | route 23 at the time of MG1_L mode. It is a figure which shows the power transmission path | route 24 at the time of MG1_H mode. It is a figure which shows the power transmission path | route 25 at the time of ENG_L mode. It is a figure which shows the power transmission path | route 26 at the time of ENG_H mode. It is a figure which shows the power transmission path | route 27 at the time of an electric power generation mode. 3 is a graph showing characteristics of motors MG1, MG2 and engine 1. It is a figure which shows the switching map in EV main mode. It is a figure which shows the switching map in an engine main mode. 3 is a flowchart of processing executed by a control device 20; It is a block diagram which shows the process which selects an operation mode based on an accelerator opening and a vehicle speed. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 2nd Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 3rd Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 4th Embodiment of this invention. It is a figure which shows the relationship between the operation mode in 4th Embodiment, and control of clutch 13a, 13b, 11, 8. FIG. It is a graph which shows the characteristic of motor MG1 and engine 1 in a 4th embodiment. It is a figure which shows the switching map in EV main mode of 4th Embodiment. It is a figure which shows the switching map in the engine main mode of 4th Embodiment. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 5th Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 6th Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 7th Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 8th Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 9th Embodiment of this invention. It is a skeleton figure which shows the structure of the vehicle power transmission device which concerns on 10th Embodiment of this invention. It is a figure which shows the switching map in the engine main mode of 11th Embodiment of this invention. It is a figure which shows the switching map in the engine main mode of 12th Embodiment of this invention.

(First embodiment)
Hereinafter, an embodiment of the present invention will be described. FIG. 1 is a skeleton diagram showing the configuration of the vehicle power transmission device according to the present embodiment. This vehicle power transmission device is mounted on a hybrid vehicle, and includes an engine 1, motors MG1, MG2, a first engine input shaft 2, a damper 3, a second
Engine input shaft 4, first drive gear 5, first motor input shaft 6, second drive gear 7, input side clutch 8, output shaft 9, first driven gear 10, first output side clutch 11, second driven gear 12, a second output side clutch 13, and a differential gear 14, and the power (that is, drive torque) generated by the engine 1 and the motors MG 1 and MG 2 is transmitted to the axle, thereby driving the drive wheels 16 and 17. It is supposed to be generated.

The engine 1 is an internal combustion engine, and the motors MG1 and MG2 are electric motors that are rotated by electric power of a vehicle driving battery (not shown) mounted on the vehicle, and a vehicle power transmission device (specifically, a motor). It is also a generator that generates power using the shaft torque transmitted from the first motor input shaft 6 for MG1 and the output shaft 9 for MG2 and charges the drive battery.

The power generated by the engine 1 is input to a first engine input shaft 2 extending from the engine 1. The first engine input shaft 2 functions as a shaft that transmits power input from the engine 1. A known torsion damper 3 is attached to the end of the first engine input shaft 2 opposite to the engine 1.

A second engine input shaft 4 is provided on the opposite side of the damper 3 from the first engine input shaft 2.
It is attached coaxially to the engine input shaft 2. Accordingly, the second engine input shaft 4 transmits the power of the first engine input shaft 2 via the damper 3.

Further, a first drive gear 5 is attached to the second engine input shaft 4 and rotates together with the second engine input shaft 4.

Further, the power generated by the motor MG1 is input to the first motor input shaft 6 extending from the motor MG1. The first motor input shaft 6 functions as a shaft for transmitting power input from the motor MG1.

A second drive gear 7 is attached to the first motor input shaft 6, and the first motor input shaft 6
It is designed to rotate with.

The second engine input shaft 4 and the first motor input shaft 6 are arranged in parallel and coaxial with each other. The input-side clutch 8 is a clutch mechanism that is provided between the second engine input shaft 4 and the first motor input shaft 6 and that connects and disconnects the second engine input shaft 4 and the first motor input shaft 6 coaxially with each other. is there. As the input side clutch 8, a wet clutch may be employed, or a dry clutch may be employed.

Further, the power generated by the motor MG2 is input to the output shaft 9 extending from the motor MG2. The output shaft 9 is disposed on the side of the first engine input shaft 2, the second engine input shaft 4, and the first motor input shaft 6 in parallel with the input shafts 2, 4, 6.
4. Output power for transmission to axle 15 or the like.

The first driven gear 10 meshes with the first drive gear 5 and is rotatably supported on the output shaft 9. The first output-side clutch 11 is a clutch mechanism that is attached to the output shaft 9 and that intermittently connects the output shaft 9 and the first driven gear 10. As the first output side clutch 11, a wet clutch may be employed, a dry clutch, or a meshing clutch such as a synchro mechanism may be employed.

The second driven gear 12 meshes with the second drive gear 7 and is rotatably supported by the output shaft 9. The second output side clutch 13 is a clutch mechanism that is attached to the output shaft 9 and intermittently connects the output shaft 9 and the second driven gear 12. As the second output side clutch 13, a wet clutch may be employed, a dry clutch, or a meshing clutch such as a synchro mechanism may be employed.

Further, the power of the output shaft 9 is supplied to a final gear and a differential gear 1 (not shown).
4 and the axle 15 are transmitted to the drive wheels 16 and 17.

In the vehicular power transmission device having the above-described configuration, power transmission is performed between the output shaft 9 and the first driven gear 10 by connecting the first output side clutch 11. Therefore, power transmission is possible between the second engine input shaft 4 and the output shaft 9 (not via the first motor input shaft 6) via the first drive gear 5, the first driven gear 10, and the first output side clutch 11. Done. Conversely, when the first output side clutch 11 is disengaged, the first drive gear 5, the first driven gear 10, the first
Power is not transmitted between the second engine input shaft 4 and the output shaft 9 via the output clutch 11. The first drive gear 5, the first driven gear 10, and the first output side clutch 11 constitute a high gear mechanism (corresponding to an example of an engine side gear mechanism). Note that the reduction gear ratio of the high gear mechanism is the smallest of the reduction gear ratios of the gear mechanism provided in the vehicle power transmission device.

In addition, power transmission is performed between the output shaft 9 and the second driven gear 12 by connecting the second output side clutch 13. Therefore, the second drive gear 7, the second driven gear 12,
Power transmission is performed between the first motor input shaft 6 and the output shaft 9 via the second output side clutch 13 (not through the engine input shafts 2 and 4). Conversely, when the second output side clutch 13 is disengaged, power is transmitted between the first motor input shaft 6 and the output shaft 9 via the second drive gear 7, the second driven gear 12, and the second output side clutch 13. It will not be done. These second drive gears 7,
The second driven gear 12 and the second output side clutch 13 constitute a low gear mechanism (corresponding to an example of a first motor side gear mechanism). Note that the reduction ratio of the low gear mechanism is the largest of the reduction ratios of the gear mechanism provided in the vehicle power transmission device. Therefore, the reduction ratio of the low gear mechanism is larger than the reduction ratio of the high gear mechanism.

Thus, in the vehicle power transmission device, the gear mechanism closer to the engine 1 is the high gear mechanism and the gear mechanism closer to the motor MG1 is the low gear, both when viewed from the power transmission path and from the arrangement. Mechanism.

When the input side clutch 8 is connected, power is transmitted between the second engine input shaft 4 and the first motor input shaft 6 via the input side clutch 8, and when the input side clutch 8 is disconnected, Power is not transmitted between the second engine input shaft 4 and the first motor input shaft 6 via the input side clutch 8.

Further, when the input side clutch 8 is connected, the position from the position where the first drive gear 5 is provided on the second engine input shaft 4 to the position where the second drive gear 7 is provided on the first motor input shaft 6. The power transmission is always possible. In other words, the first on the input shafts 2, 4, 6
No clutch other than the input side clutch 8 is interposed in the power transmission path from the position where the drive gear 5 is provided to the second drive gear 7. As a result, the number of clutches can be reduced as compared with the conventional one, and as a result, the vehicle power transmission device can be reduced in size.

Further, by disposing the input side clutch 8 and the first drive gear 5 at a position between the second drive gear 7 and the engine 1, the distance from the engine 1 to the first drive gear 5 can be reduced. As a result, the resistance to torsional vibration of the engine input shafts 2 and 4 can be kept high.

Further, the input side clutch 8 and the second drive gear 7 are connected to the first drive gear 5 and the motor M.
The distance from the motor MG1 to the second drive gear 7 can be reduced by disposing it at a position between the first motor input shaft 6 and the torsional vibration of the first motor input shaft 6 as a result. .

Further, the engine side gear mechanisms 5, 10, 11 are the engine 1 along the engine input shafts 2, 4.
Since the power is transmitted to the output shaft 9 from any position on the power transmission path from the engine 1 to the input side clutch 8, the power transmission path of the engine 1 is changed from the engine 1, as in Patent Document 1. 2 of the path to the first drive gear 5 and the path from the engine 1 to the second drive gear 7
There is no need to branch into two, and the configuration is simplified.

Further, the vehicle power transmission device includes a control device 20. Based on various physical quantities acquired in the vehicle, the control device 20 drives and does not drive the motors MG1 and MG2, and controls the input side clutch 8, the first output side clutch 11, and the second output side clutch 13. By controlling connection and disconnection, the transmission path and reduction ratio of power generated by the engine 1 and the motor MG1 are controlled. As the control device 20, for example, an electronic control device including a microcontroller that executes a program is used.

More specifically, as shown in FIG. 2, a vehicle speed signal indicating the vehicle speed, an accelerator opening signal indicating the accelerator opening, and an SOC (State of Ch) indicating the charging rate of the vehicle driving battery.
SOC) indicating “arge)” is input to the control device 20. As the vehicle speed signal, for example, a signal output from a wheel speed sensor mounted on each wheel is used. As the accelerator opening signal, for example, a signal output from an accelerator opening detection sensor is used. As the SOC signal, a signal output from a battery monitoring device that detects and outputs the SOC of the vehicle driving battery is used.

Further, the control device 20 switches connection / disconnection of the input side clutch 8, the first output side clutch 11, and the second output side clutch 13 based on these input signals. Specifically, the control device 20 operates an actuator (for example, an actuator that generates hydraulic pressure for engaging / disengaging the clutch) provided for each of the clutches 8, 11, and 13 to realize the corresponding connection and disconnection. Is controlled to switch connection / disconnection of the clutches 8, 11, 13.

The motor MG1 is controlled by the control of the clutches 8, 11, and 13 by the control device 20.
The generated power can be transmitted to the drive wheels 16 and 17 via the low gear mechanism, or can be transmitted to the drive wheels 16 and 17 via the high gear mechanism. The power generated by the engine 1 can also be transmitted to the drive wheels 16 and 17 via the low gear mechanism.
Transmission to the drive wheels 16 and 17 through the high gear mechanism is also possible.

For example, in the MG1_L mode shown in FIG.
1 is transmitted to the drive wheels 16 and 17 through the low gear mechanism. In this mode, the second
The output-side clutch 13 is connected, and the other clutches 8 and 11 are arbitrarily connected / disconnected. However, the clutches 8, 11, and 13 are not all connected.

Further, in the MG1_H mode shown in FIG.
Is transmitted to the drive wheels 16 and 17 through the high gear mechanism. In this mode, the input side clutch 8 and the first output side clutch 11 are connected, and the second output side clutch 13 is disconnected.

Further, in the ENG_L mode shown in FIG. 5, the power of the engine 1 is transmitted to the drive wheels 16 and 17 through the low gear along the route shown by the arrow 25. In this mode, the input side clutch 8 and the second output side clutch 13 are connected, and the first output side clutch 11 is disconnected.

Further, in the ENG_H mode shown in FIG. 6, the power of the engine 1 is transmitted to the drive wheels 16 and 17 through the high gear mechanism through a route shown by an arrow 26. In this mode, the first output side clutch 11 is connected, and the other clutches 8 and 13 are disengaged (all clutches 8, 11, 13
Optional) except when connecting.

Further, in the power generation mode shown in FIG. 7, the power of the engine 1 is transmitted to the motor MG <b> 1 via the input side clutch 8 through a route as indicated by an arrow 27. In this mode, the input side clutch 8
Is connected, and the other clutches 11 and 13 are disengaged. In this power generation mode, the motor MG1 can generate power using the power of the engine 1 to charge the drive battery. Such a mode can be realized when the vehicle is stopped, and can also be realized when the vehicle travels at low speed with the power generated by the motor MG2. In addition, so-called series operation in which MG2 travels with electric power generated by MG1 can be realized.

The drive mode (MG1_L mode, MG1_H mode) of the motor MG1 as described above and the drive mode of the engine 1 (ENG_L mode, ENG_H mode) can be combined.

Specifically, when both the motor MG1 and the engine 1 use a low gear mechanism, the input side clutch 8 and the second output side clutch 13 are connected by combining the MG1_L mode and the ENG_L mode, and the first output side The clutch 11 may be disengaged.

When both the motor MG1 and the engine 1 use a high gear mechanism, the above MG1
The input side clutch 8 and the first output side clutch 11 may be connected and the second output side clutch 13 may be disconnected by combining the _H mode and the ENG_H mode.

When the motor MG1 uses a low gear mechanism and the engine 1 uses a high gear mechanism, the first output side clutch 11 and the second output side clutch 13 are connected by combining the MG1_L mode and the ENG_H mode, The input side clutch 8 may be disengaged. In this way, different reduction ratios can be realized simultaneously between the engine 1 and the motor MG1. In this case, since the rotation speed of the output shaft 9 is the same, the rotation speed of the motor MG1 can be made larger than the rotation speed of the engine 1, and an operating point with high efficiency can be selected for each drive source.

However, the clutches 8, 11, and 13 cannot be controlled so that the motor MG1 uses the high gear mechanism and the engine 1 uses the low gear mechanism. However, as will be described later with reference to FIG. 8, the scene where the motor MG1 is efficient using the high gear mechanism and the scene where the engine 1 is efficient using the low gear mechanism are completely different. Even if these two cannot be realized simultaneously, the adverse effect on the fuel consumption of the vehicle is small.

The control device 20 controls the drive and non-drive of the motors MG1 and MG2 in addition to the combination of connection and disconnection of the clutches 8, 11, and 13 as described above so as to realize travel suitable for the state of the vehicle. It has become.

Therefore, the combination of connection and disconnection of the clutches 8, 11 and 13 as described above, and the motor M
By combining driving and non-driving by G1 and MG2, the operating mode of the motor MG1 is a non-driving mode in which power is not transmitted to the output shaft 9, MG1_L mode, and MG1_H.
The operation of the motor MG2 includes a non-drive mode in which no power is generated and a drive mode in which power is generated and input to the output shaft 9. The operation mode of the engine 1 transmits power to the output shaft 9. There are non-driving mode, ENG_L mode and ENG_H mode. The operation modes of the motors MG1, MG2 and the engine 1 can be combined except for some combinations.

FIG. 8 is a graph showing an example of characteristics of the motors MG1 and MG2 and the engine 1 in order to describe travel suitable for the state of the vehicle.

In the figure, the horizontal axis is the vehicle speed, and the vertical axis is the drive torque of the axle 15. A solid line 30 indicates a driving torque required at each vehicle speed during low-speed traveling on a flat ground. Solid lines 31 and 32 are respectively M
The upper limit of the drive torque that can be output (generated) of the motor MG1 at each vehicle speed in the G1_L mode and the MG1_H mode is shown, and the solid line 33 shows the upper limit of the drive torque that can be output (generated) of the motor MG2 at each vehicle speed.

Ranges 34 and 35 surrounded by dotted lines indicate ranges where efficiency (equivalent to fuel efficiency) is assumed to be higher than a predetermined reference in the MG1_L mode and MG1_H mode, respectively, and a range 36 surrounded by dotted lines is , MG_2 indicates a range in which the driving mode efficiency is assumed to be higher than a predetermined reference. Solid lines 37 and 38 indicate ranges (maximum efficiency lines) in which the efficiency is assumed to be maximum in the ENG_L mode and the ENG_H mode, respectively.

The basic concept for selecting the operation modes of the motors MG1, MG2 and the engine 1 is that the vehicle is driven only by the motor MG2 if the necessary driving torque can be realized only by the motor MG2, and otherwise. Selects the combination with the best efficiency in the relationship between the vehicle speed and the required driving torque.

Typically, in the start to low to medium speed acceleration range 39a where the vehicle speed is from 0 km / h to about 60 km / h, the motors MG1_L mode and ENG_L mode in which the high efficiency ranges 34 and 37 are present in the range 39a The vehicle speed is about 60 km / h to about 150 km / h.
In the high-speed acceleration / hill-climbing region 39b in the range up to MG1_H mode in which the high-efficiency regions 35, 36, and 38 are in or near the region 39b, the drive mode of the motor MG2, E
Actively use the NG_H mode.

As an example, a description will be given of EV main mode low-speed flat ground low-speed traveling in which the vehicle is driven mainly by the motors MG1 and MG2. The EV main mode is a travel mode for when there is a margin in the SOC of the vehicle drive battery.

In this EV main mode, when traveling at a low speed on the flat ground, at a vehicle speed lower than 130 km / h, the required drive torque is lower than the maximum drive torque of the motor MG2, so that the vehicle can run only with the power of the motor MG2. That is, the motor MG1 and the engine 1 are set to the non-drive mode, and the motor MG2 is set to the drive mode. For this purpose, the control device 20 is provided with the clutches 8, 11, 13.
Is turned off and the motor MG1 is stopped. At this time, since the motor MG1 can be completely stopped, loss due to the accompanying rotation of the motor MG1 can be reduced.

In addition, when the vehicle speed exceeds 130 km / h even when traveling at low speed on the flat ground, the driving torque required by the motor MG2 alone cannot be provided. Run.

As another example, a description will be given of low-speed flat ground traveling in an engine main mode in which the vehicle is driven mainly by the engine 1. The engine main mode is a travel mode for when the SOC of the vehicle drive battery has no allowance.

In this engine main mode, in order to save the power of the battery for driving the vehicle when traveling on a flat ground at low speed, the drive mode of the motor MG2 and the ENG_H mode are combined,
The non-driving mode of the motor MG1 is also combined. For this purpose, the control device 20 connects the first output side clutch 11, disconnects the clutches 8 and 13, and stops the motor MG1. At this time, since the motor MG1 can be completely stopped, loss due to the accompanying rotation of the motor MG1 can be reduced.

As described above, in order to efficiently use the characteristics of the motors MG1, MG2 and the engine 1 as shown in FIG. In the flash memory), a switching map in the EV main mode as shown in FIG. 9 and a switching map in the engine main mode as shown in FIG. 10 are recorded.

These switching maps have a two-dimensional plane composed of vehicle speed and driving torque and a plurality of sections 41 to 47, 5
1 to 54, and motors MG1 and MG2 are assigned to these sections 41 to 47 and 51 to 54, respectively.
This is data for assigning one set of combinations of operation modes of the engine 1. That is, the switching map is data that assigns one set of operation modes to the combination of vehicle speed and driving torque.

Then, the control device 20 reads and executes a predetermined program, thereby executing a travel mode switching process as shown in FIG. 11 for each predetermined control cycle, and switches between the EV main mode and the engine main mode.

Specifically, in each control cycle, first, in step 105, the current travel mode is stored in the RAM.
Obtained by reading from the running mode variable in the storage medium such as
Obtain the current SOC of the vehicle drive battery. Then, in step 115, step 10
It is determined whether or not the travel mode acquired in step 5 is the EV main mode. If the EV main mode is selected, step 120 is subsequently executed. If not the EV main mode (that is, if the engine main mode is selected), the operation continues. Step 140 is executed.

In step 120, it is determined whether or not the current SOC is less than a predetermined EV traveling lower limit value. If not, the process proceeds to step 125. In step 125, the travel mode is maintained in the EV main mode by not rewriting the travel mode variables described above, and then the current travel mode switching process is terminated. If it is determined in step 120 that it is less than the EV traveling lower limit value, in order to switch the traveling mode to the engine main mode in step 130, a value indicating the engine main mode is substituted for the traveling mode variable, and the current traveling mode switching process is performed. finish.

In step 140, it is determined whether or not the current SOC is less than a predetermined engine running upper limit value, and if it is less than the EV running lower limit value, the process proceeds to step 145. The engine travel upper limit value is set to a value larger than the EV travel lower limit value in order to provide hysteresis. Step 1
At 45, the current travel mode switching process is terminated while maintaining the travel mode in the engine main mode by not rewriting the travel mode variable described above. If it is determined in step 140 that it is not less than the engine travel upper limit value, then in step 150, the travel mode is switched to the EV main mode. Therefore, a value indicating the EV main mode is substituted into the travel mode variable, and the current travel mode switching process is performed. finish.

When the control device 20 repeats such processing, steps 105, 110, 115, and 120 are performed while the travel mode is the EV main mode and the SOC does not fall below the EV travel lower limit.
, 125 are executed in this order, so that the traveling mode is maintained in the EV main mode.
Then, as a result of the SOC gradually decreasing due to the use of motors MG1, MG2, etc., EV
When the driving lower limit value is reached, the processing is executed in the order of steps 105, 110, 115, 120, and 130, so that the driving mode is switched from the EV main mode to the engine main mode.

Further, while the traveling mode is the engine main mode and the SOC is below the engine traveling upper limit, the processing is executed in the order of steps 105, 110, 115, 140, and 145, so that the traveling mode is maintained in the engine main mode. The As a result of the SOC gradually increasing due to power generation or the like, if the engine running upper limit is exceeded, steps 105, 110,
By executing the processes in the order of 115, 140, and 150, the travel mode is switched from the engine main mode to the EV main mode.

Further, as shown in FIG. 12, the control device 20 acquires the accelerator opening and the vehicle speed at that point in time for each predetermined control cycle by executing a predetermined program, and based on the acquired accelerator opening and the vehicle speed. The operation modes of the motors MG1 and MG2 and the engine 1 are selected. Specifically, the required drive torque is calculated from the acquired accelerator opening according to the accelerator opening-torque map 21 recorded in advance in a storage medium (ROM, flash memory, etc.) of the control device 20. Here, the accelerator opening-torque map 21 is data indicating a correspondence relationship between the accelerator opening and the driving torque required for the accelerator opening.

Further, the control device 20 controls the motors MG1, M corresponding to the calculated drive torque and the acquired vehicle speed.
A combination of G2 and the operation mode of the engine 1 is selected based on the switching map 22 shown in FIG. 9 or FIG.

Specifically, using a switching map according to the current travel mode, a section including the position of the combination of the calculated driving torque and the acquired vehicle speed is read from the switching map, and the motors MG1, MG2, A combination of operating modes of the engine 1 is selected.

Here, specific partitioning and allocation contents of the switching maps of FIGS. 9 and 10 will be described. First, in the EV main mode switching map of FIG. 9, a range of approximately 200 Nm or less of driving torque is one section 41 over the entire vehicle speed range, and the section 41 includes MG2
A combination of the drive mode, the non-drive mode of the motor MG1, and the non-drive mode of the engine 1 is assigned. This combination includes an input side clutch 8, a first output side clutch 11,
This is realized by disengaging the second output side clutch 13.

In addition, in the start to low to medium speed acceleration range from 0 km / h to about 60 km / h, the section 41
Is provided with a section 42 that covers the driving torque range immediately above.
A combination of the MG1_L mode, the non-driving mode of the motor MG2, and the non-driving mode of the engine 1 is assigned. This combination includes the input side clutch 8 and the first output side clutch 1.
1 is connected, the second output side clutch 13 is connected, and the motor MG2 is not driven and is rotated idly by rotation of the output shaft 9. Since the section 42 includes the high efficiency region 34 of the MG1_L mode shown in FIG. 8, the efficiency is increased by doing so.

Further, in the start to low to medium speed acceleration range from 0 km / h to about 60 km / h, the section 42
A section 43 covering the driving torque range immediately above is provided, and the section 43 includes
A combination of the MG1_L mode, the drive mode of the motor MG2, and the non-drive mode of the engine 1 is assigned. This combination includes the input side clutch 8 and the first output side clutch 11.
And the second output side clutch 13 is connected. Thus, the motor MG1
And the motor MG2 are used together, the power itself generated by the motor MG1 is MG1 in FIG.
The driving torque of the axle 15 larger than that in the high efficiency region 34 can be realized while the driving torque is in or near the high efficiency region 34 in the _L mode.

Further, in a vehicle speed range from 20 km / h to about 60 km / h, a section 44 that covers the driving torque range immediately above the section 43 is provided, and the section 44 includes MG1_L.
A combination of the mode, the drive mode of the motor MG2, and the ENG_H mode is assigned. This combination is realized by disengaging the input side clutch 8 and connecting the first output side clutch 11 and the second output side clutch 13. Thus, the motor MG1 and the motor MG2
By using the engine 1 together, the power itself generated by the motor MG1 is MG1_L in FIG.
The driving torque is within or near the high efficiency region 34 of the mode, and the output of the engine 1 is as shown in FIG.
The driving torque of the axle 15 larger than the high efficiency regions 34 and 38 can be realized while the driving torque is at or near the high efficiency region 38 of the ENG_H mode.

Moreover, since the gear mechanisms used in the motor MG1 and the engine 1 can be made different in this way, the range of selection of the operation mode is expanded. In particular, as shown in FIG.
The start-up to low / medium speed acceleration region 39a of km / h or less includes both the high efficiency region 34 in the MG1_L mode and the high efficiency region 38 in the ENG_H mode, so these two can be used in combination. it can.

In the vehicle speed range from about 20 km / h to about 60 km / h, a section 45 that covers the driving torque range immediately above the sections 43 and 44 is provided.
A combination of the G1_L mode, the drive mode of the motor MG2, and the ENG_L mode is assigned. This combination is realized by connecting the input side clutch 8 and the second output side clutch 13 and disconnecting the first output side clutch 11. Thus, by using the motor MG1, the motor MG2, and the engine 1 together, the power itself generated by the motor MG1 is MG in FIG.
The driving torque is within or near the high efficiency region 34 in the 1_L mode, and the output of the engine 1 is from the high efficiency regions 34 and 37 while being in the high efficiency region 37 in the ENG_L mode in FIG. Also, a large driving torque of the axle 15 can be realized. Further, since the ENG_L mode is used unlike the region 44, a larger driving torque can be efficiently realized.

Further, in a region exceeding about 60 km / h, a partition 46 that covers the drive torque range immediately above the partition 41 is provided. The partition 46 includes an MG1 non-drive mode, a drive mode of the motor MG2, and ENG_H. A mode combination is assigned. In this combination, the input side clutch 8 and the second output side clutch 13 are disconnected, and the first output side clutch 1
This is realized by connecting 1. By using the motor MG2 and the engine 1 together in this way,
The power itself generated by the motor MG2 is a driving torque in or near the high efficiency region 33 in the MG2 drive mode of FIG. 8, and the output of the engine 1 is in or near the high efficiency region 38 of the ENG_H mode in FIG. The driving torque of the axle 15 that is larger than the high efficiency regions 33 and 38 can be realized while the driving torque is set.

Further, in the region from about 60 km / h to about 150 km / h, a section 47 that covers the driving torque range immediately above the section 46 is provided, and the section 47 includes MG1_
A combination of the H mode, the drive mode of the motor MG2, and the ENG_H mode is assigned. In this combination, the second output side clutch 13 is disengaged, and the input side clutch 8 and the first side clutch
This is realized by connecting the output side clutch 11. Thus, motor MG1, motor MG
2. By using the engine 1 in combination, the power itself generated by the motor MG1 is MG1_ in FIG.
The driving torque is within or near the high efficiency region 35 of the H mode, and the output of the engine 1 is the driving torque within or near the high efficiency region 38 of the ENG_H mode in FIG. A larger driving torque of the axle 15 can be realized.

As described above, in the EV main mode, the control device 20 has the MG2 single mode in the section 41 and the section 42 as the required drive torque increases in the start to low / medium speed acceleration region 39a.
MG1_L single mode, MG1_L + MG2 mode of section 43, MG1_L of section 44
The drive source is selected in the order of + MG2 + ENG_H mode and MG1_L + MG2 + ENG_L mode in section 45, and in the high-speed acceleration / climbing zone 39b, as the required torque increases, the MG2 single mode in section 41, MG2 + ENG_H mode in section 46, and MG in section 47
The drive source is selected in the order of 1_H + MG2 + ENG_H mode.

In the EV main mode, the input side clutch 8 is connected only to the sections 45 and 47 where the engine 1 and the motor MG1 use the same gear mechanism. Therefore, unless the required driving torque becomes very large, the input side clutch 8 does not operate, so that the wear of the input side clutch 8 and the friction plates of the input side clutch 8 can be greatly reduced, and the drive of the actuator can be reduced. Energy can be greatly reduced.

Next, the contents of the switching map for the engine main mode in FIG. 10 will be described. In the engine main mode, unlike the EV main mode, the engine 1 is always used to suppress a sudden decrease in the SOC of the vehicle driving battery.

In the switching map for the engine main mode in FIG. 10, a range of approximately 200 to 300 Nm or less of driving torque is divided into one section 51 over all vehicle speed ranges except for extremely low speed ranges (speed ranges less than about 15 km / h). In the section 51, the driving mode of MG2, motor M
A combination of the non-driving mode G1 and the ENG_H mode is assigned. This combination is realized by disengaging the input side clutch 8 and the second output side clutch 13, connecting the first output side clutch 11, and stopping the motor MG1. At this time, since the motor MG1 can be completely stopped, loss due to the accompanying rotation of the motor MG1 can be reduced.

In addition, it covers an extremely low speed range from 0 km / h to about 15 km / h and a range of about 400 Nm or less, and starts from about 15 km / h to about 60 km / h to a low to medium speed acceleration range, immediately after the section 51. A section 52 that covers the upper drive torque range is provided, and a combination of the non-drive mode of MG1, the drive mode of the motor MG2, and the ENG_L mode is assigned to the section 52. This combination is realized by disengaging the first output-side clutch 11 and connecting the input-side clutch 8 and the second output-side clutch 13 so that the motor MG1 is not driven and is rotated idly by the rotation of the first motor input shaft 6. Since the partition 52 includes the ENG_L mode high-efficiency region 37 shown in FIG. 8, the efficiency is increased by doing so.

In addition, in the start to low to medium speed acceleration range from 0 km / h to about 60 km / h, the section 52
A section 53 that covers the driving torque range immediately above is provided, and the section 53 includes
A combination of the MG1_L mode, the drive mode of the motor MG2, and the ENG_L mode is assigned. This combination is realized by disengaging the first output side clutch 11 and connecting the input side clutch 8 and the second output side clutch 13.

Thus, by using the motor MG1, the motor MG2, and the engine 1 together, the motor MG
1 is the driving torque in or near the high efficiency region 34 of the MG1_L mode in FIG. 8, and the power generated by the motor MG2 is in or near the high efficiency region 36 of the MG2 driving mode in FIG. The output of the engine 1 is the high-efficiency region 34, 36, 36 in the ENG_L mode in FIG.
A driving torque of the axle 15 larger than 37 can be realized. Further, unlike the region 52, the MG1_L mode is also used, so that a larger driving torque can be efficiently realized.

Further, in the region from about 60 km / h to about 150 km / h, a section 54 that covers the driving torque range immediately above the section 51 is provided, and the section 54 includes MG1_
A combination of the H mode, the drive mode of the motor MG2, and the ENG_H mode is assigned. In this combination, the second output side clutch 13 is disengaged, and the input side clutch 8 and the first side clutch
This is realized by connecting the output side clutch 11.

Thus, by using the motor MG1, the motor MG2, and the engine 1 together, the motor MG
1 is the driving torque in or near the high-efficiency region 35 of the MG1_H mode in FIG. 8, and the power generated by the motor MG2 is in or near the high-efficiency region 36 of the MG2 driving mode in FIG. The output of the engine 1 is the high-efficiency region 35, 36, while the drive torque in the ENG_H mode in FIG.
A driving torque of the axle 15 larger than 38 can be realized.

As described above, in the engine main mode, the control device 20 has the ENG_L + MG2 in the section 52 as the required driving torque increases in the extremely low speed range of less than about 15 km / h.
The drive source is selected in the order of the mode and the MG1_L + MG2 + ENG_L mode of the section 53, and the ENG_H + MG2 mode of the section 51 is increased as the required driving torque increases in the range where the speed is about 15 km / h or higher in the low / medium speed acceleration region 39a. , ENG_L + M in section 52
Select the drive source in the order of G2 mode, MG1_L + MG2 + ENG_L mode of section 53,
In the high-speed acceleration / uphill area 39b, as the required torque increases, the EN of the section 51 is increased.
The drive source is selected in the order of the G_H + MG2 mode and the MG1_H + MG2 + ENG_H mode of the partition 54.

As described above, the control device 20 controls the motor MG according to the SOC of the vehicle driving battery.
1. MG2 main EV main mode and engine 1 main engine main mode are used separately, depending on the required driving torque and vehicle speed, the combination of motor MG1, MG2, engine 1 operation / non-operation and reduction ratio Select an efficient combination from
In order to realize the selected combination, the input side clutch 8, the first output side clutch 11, the second
It controls the intermittent operation of the output side clutch 13 and the driving and non-driving of the motors MG1 and MG2.

In addition, as shown in the switching maps of FIGS. 9 and 10, in the region (vehicle speed 0 km / h to 60 km / h and driving torque 0 Nm to 300 Nm) realized in normal driving, EN
The ENG_H mode is used more frequently than the G_L mode, and the MG1_L mode is used more frequently than the MG1_H mode.

As described above, the control device 20 is configured to operate the input side clutch so that the motor MG1 can be operated in the regions 34 and 35 in which the motor MG1 is efficient in the region where the vehicle cannot travel with only the power of the motor MG1 when traveling at high speed and medium speed. 8. Switching between the first output side clutch 11 and the second output side clutch 13 is switched so that the power transmission path of the motor MG1 can be selected between a high gear with a low reduction ratio and a high low gear.

Further, the control device 20 does not connect the input-side clutch 8 and is connected to the engine 1 side through a high gear mechanism with a small reduction ratio when traveling at high speed and only with the power of the engine 1. The power of engine 1 and motor MG2 is transmitted to the drive wheels.

Control device 20 transmits the power of motor MG1 to the drive wheels via a low gear with a large reduction ratio installed on the side of motor MG1 when the vehicle can travel only with the power of motor MG1 during low-speed traveling.

Further, the control device 20 is connected to the input side clutch 8 through a low gear with a large reduction ratio installed on the motor MG1 side when the vehicle cannot travel with only the power of the motor MG1 at low speed. The total power of engine 1 and motor MG1 is transmitted to axle 15.

As described above, since the vehicle power transmission device is configured, if the input-side clutch 8 is connected, the engine-side high gear mechanisms 5, 10, 11 or the motor-side low gear mechanism between the engine 1 and the motor MG1. 7, 12, and 13 can be shared. Further, if the input side clutch 8 is disengaged, the engine 1 uses the high gear mechanisms 5, 10, 11 and the motor MG
1 can use the low gear mechanism 7, 12, 13.

Further, a high gear mechanism with the smallest reduction ratio is provided on the engine 1 side, and the motor M
A low gear mechanism having the largest reduction ratio is provided on the G1 side. Therefore, the engine 1 can use a gear mechanism that is frequently used by the engine 1 in a hybrid vehicle regardless of whether the input side clutch 8 is engaged or not, and the motor MG1 is commonly used in a hybrid vehicle. In addition, a gear mechanism that is frequently used by the motor MG1 can be used regardless of whether the input clutch 8 is engaged or not.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with a focus on differences from the first embodiment.
As shown in FIG. 13, the vehicle power transmission device of this embodiment differs from that of the first embodiment in that an input side clutch 8 that connects and disconnects the first motor input shaft 6 and the second engine input shaft 4 includes It is arranged between the motor MG 1 and the second drive gear 7, not between the first drive gear 5 and the second drive gear 7.

In order to realize such an arrangement, a cylindrical motor input shaft 18 having a cylindrical shape is attached to a portion of the input side clutch 8 that rotates together with the first motor input shaft 6. The cylindrical motor input shaft 18 coaxially surrounds the portion of the input side clutch 8 that rotates together with the second engine input shaft 4 and extends in the direction of the engine 1 coaxially surrounding the second engine input shaft 4. It rotates with the input shaft 6. The second drive gear 7 is attached not to the first motor input shaft 6 but to the end of the cylindrical motor input shaft 18 closer to the engine 1 and rotates together with the cylindrical motor input shaft 18. .

In the present embodiment, the second engine input shaft 4 is rotatably supported by the cylindrical motor input shaft 18, and the cylindrical motor input shaft 18 is rotatably supported by the second engine input shaft 4. Compared to the vehicle power transmission device of the embodiment, the number of bearing members that support the input shafts 4, 6, 18 is reduced. Further, since the input side clutch 8 is not disposed between the low gear mechanism and the high gear mechanism, a unit composed of the low gear mechanism and the high gear mechanism can be manufactured in a compact manner.

In the present embodiment, the engine 1, the engine input shafts 2 and 4, the first drive gear 5, the second drive gear 7, the input side clutch 8, the first motor input shaft 6, and the motor MG1 are coaxial in this order. Is placed on top. By doing in this way, the shaft length of the 1st motor input shaft 6 can be shortened, and the tolerance with respect to a torsional vibration increases.

The other configuration of this embodiment and the operation of the control device 20 are the same as those of the first embodiment. Accordingly, as in the first embodiment, the second power is transmitted from the engine 1 to the first drive gear 5.
Since the engine input shaft 4 and the first motor input shaft 6 that transmits power from the motor MG1 to the second drive gear 7 can be connected / disconnected by the input side clutch 8, the first embodiment is the same. It is possible to select a combination of operation modes similar to.

(Third embodiment)
Next, a third embodiment of the present invention will be described with a focus on differences from the first embodiment.
Unlike the first embodiment, the vehicle power transmission apparatus according to the present embodiment includes an input side clutch 8 that connects and disconnects the first motor input shaft 6 and the second engine input shaft 4 as shown in FIG. It is arranged between the engine 1 and the first drive gear 5 instead of between the first drive gear 5 and the second drive gear 7.

In order to realize such an arrangement, a cylindrical engine input shaft 19 having a cylindrical shape is attached to a portion of the input side clutch 8 that rotates together with the second engine input shaft 4. The cylindrical engine input shaft 19 coaxially surrounds a portion that rotates together with the first motor input shaft 6 of the input side clutch 8 and coaxially surrounds the first motor input shaft 6, and extends in the direction of the motor MG1.
It rotates with the engine input shaft 4. The first drive gear 5 is attached not to the second engine input shaft 4 but to the end of the cylindrical engine input shaft 19 closer to the motor MG1 and rotates together with the cylindrical engine input shaft 19. .

In the present embodiment, the first motor input shaft 6 is rotatably supported by the cylindrical engine input shaft 19 and the cylindrical engine input shaft 19 is rotatably supported by the first motor input shaft 6. Compared with the vehicle power transmission device of the embodiment, the number of bearing members that support the input shafts 4, 6, 19 can be reduced. Further, since the input side clutch 8 is not disposed between the low gear mechanism and the high gear mechanism, a unit composed of the low gear mechanism and the high gear mechanism can be manufactured in a compact manner.

Further, in the present embodiment, the engine 1, the engine input shafts 2, 4, the input side clutch 8
The first drive gear 5, the second drive gear 7, the first motor input shaft 6, and the motor MG1 are arranged coaxially in this order. By doing in this way, the shaft length of the engine input shafts 2 and 4 can be shortened, and the tolerance with respect to torsional vibration increases.

The other configuration of this embodiment and the operation of the control device 20 are the same as those of the first embodiment. Accordingly, as in the first embodiment, the second power is transmitted from the engine 1 to the first drive gear 5.
Since the engine input shaft 4 and the first motor input shaft 6 that transmits power from the motor MG1 to the second drive gear 7 can be connected / disconnected by the input side clutch 8, the first embodiment is the same. It is possible to select a combination of operation modes similar to.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described focusing on differences from the first embodiment. FIG. 15 shows the configuration of the vehicle power transmission device according to the present embodiment (however, the control device 20 is not shown). In this figure, the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted or simplified.

This embodiment is significantly different from the first embodiment in that the gear mechanism is in addition to two stages of low and high,
A middle gear mechanism (corresponding to an example of a second motor side gear mechanism) is also provided.
The reduction ratio of the middle gear mechanism is smaller than that of the low gear mechanism and larger than that of the high gear mechanism.

Specifically, a two-stage gear mechanism of low and middle is provided on the motor MG1 side of the input side clutch 8 as seen in the power transmission path. By doing in this way, the engine 1 generally uses a gear mechanism that is frequently used by the engine 1 in a hybrid vehicle.
The motor MG1 can use the first and second motor side gear mechanisms, which are generally used by the motor MG1 in a hybrid vehicle, regardless of whether the input side clutch 8 is engaged or not. Can be used.

More specifically, in the present embodiment, the first motor input shaft 6a that extends from the motor MG1 and receives the power generated by the motor MG1 is a cylindrical shaft that extends from the input side clutch 8 to the engine 1 side. The second engine input shaft 4 is extended and coaxially surrounded. Therefore, the first motor input shaft 6 is disposed closer to the engine 1 than the input side clutch 8.

The rotor of the motor MG1 is fixed coaxially with the first motor input shaft 6a. Therefore, when the motor MG1 is driven to generate power and the rotor rotates with respect to the stator of the motor MG1, the first motor input shaft 6a also rotates with it.

A second drive gear 7a and a third drive gear 7b are attached to the side closer to the engine 1 than the motor MG1 on the first motor input shaft 6a, and rotate with the rotation of the first motor input shaft 6a. It is supposed to be.

The second drive gear 7a meshes with the second driven gear 12a, and the second driven gear 12a is rotatably supported by the output shaft 9. The second output side clutch 13
a is attached to the output shaft 9 and intermittently connects the output shaft 9 and the second driven gear 12a.

The third drive gear 7b meshes with the third driven gear 12b, and the third driven gear 12b is rotatably supported by the output shaft 9. The third output side clutch 13
b is attached to the output shaft 9 and intermittently connects the output shaft 9 and the third driven gear 12b.

The first drive gear 5 is provided between the engine 1 and the second drive gear 7a (and the third drive gear 7b). By doing in this way, the distance from the engine 1 to the engine side gear mechanisms 5, 10, and 11 can be reduced, and as a result, the tolerance with respect to the torsional vibration of the engine input shafts 2 and 4 can be kept high.

In the present embodiment, the motor MG2 may be attached to the output shaft 9 as indicated by a dotted line in FIG. 15, or the motor MG2 may not be provided.
In the following description, it is assumed that the motor MG2 is not provided.

In the vehicle power transmission device configured as described above, as in the first embodiment, the first drive gear 5, the first driven gear 10, and the first output side clutch 11 constitute a high gear mechanism.

Moreover, the output shaft 9 and the second driven gear 12 are connected by connecting the second output side clutch 13a.
Power is transmitted to and from a. Therefore, power is transmitted between the first motor input shaft 6a and the output shaft 9 (not through the engine input shafts 2 and 4) via the second drive gear 7a, the second driven gear 12a, and the second output side clutch 13a. Done. Conversely, when the second output side clutch 13a is disengaged, power is transmitted between the first motor input shaft 6a and the output shaft 9 via the second drive gear 7a, the second driven gear 12a, and the second output side clutch 13a. It will not be done. The second drive gear 7a, the second driven gear 12a, and the second output side clutch 13a constitute a low gear mechanism (corresponding to an example of a first motor side gear mechanism).

Further, by connecting the third output side clutch 13b, the output shaft 9 and the third driven gear 12 are connected.
Power is transmitted to b. Accordingly, power is transmitted between the first motor input shaft 6a and the output shaft 9 via the third drive gear 7b, the third driven gear 12b, and the third output side clutch 13b. Conversely, when the third output side clutch 13b is disengaged, the first motor input shaft 6a and the output shaft 9 are connected via the third drive gear 7b, the third driven gear 12b, and the third output side clutch 13b (engine input). Power transmission is not performed (without passing through the shafts 2 and 4). The second drive gear 7b, the second driven gear 12b, and the second output side clutch 13b constitute a middle gear mechanism (corresponding to an example of a second motor side gear mechanism).

The reduction gear ratio of the low gear mechanism is larger than the reduction gear ratio of the middle gear mechanism, and the reduction gear ratio of the middle gear mechanism is larger than the reduction gear ratio of the high gear mechanism. Therefore, in the vehicle power transmission device, the gear mechanism closest to the engine 1 is the high gear mechanism and the gear mechanism closest to the motor MG1 is the low gear mechanism, both when viewed from the power transmission path and from the arrangement.

In such a configuration, the control device 20 drives, non-drives, and inputs the clutch 8 of the motor MG1 based on the same physical quantities as those in the first embodiment acquired in the vehicle.
By controlling the connection and disconnection of the first output side clutch 11, the second output side clutch 13a, and the third output side clutch 13b, the transmission path and reduction ratio of the power generated by the engine 1 and the motor MG1 are controlled.

By controlling the clutches 8, 11, 13a, and 13b by the control device 20 as described above, the power generated by the motor MG1 is transmitted to the drive wheels 16 and 17 through the low gear mechanism, or is driven through the middle gear mechanism. It can be transmitted to the wheels 16 and 17 or can be transmitted to the drive wheels 16 and 17 via the high gear mechanism. Also, the power generated by the engine 1 can be transmitted to the drive wheels 16 and 17 via the low gear mechanism, transmitted to the drive wheels 16 and 17 via the middle gear mechanism, or via the high gear mechanism. Drive wheel 16, 1
7 can also be transmitted.

FIG. 16 shows the correspondence between the control contents of the clutches 8, 11, 13 a and 13 b by the control device 20 and the gear mechanism used by the motor MG 1 and the engine 1. In this figure, a circle indicates a clutch connection, and a non-mark indicates a clutch disconnection.

For example, the ENG_M + MG1_M mode in which the ENG_M mode in which the engine 1 transmits power through the middle gear mechanism and the MG1_M mode in which the motor MG1 transmits power through the middle gear mechanism includes the input side clutch 8 and the third output side clutch. This is realized by connecting 13b and disengaging the first output side clutch 11 and the second output side clutch 13a. As described above, the engine 1 and the motor MG1 can share the same gear mechanism.

Also, for example, the ENG_H mode in which the engine 1 transmits power through a high gear mechanism,
In the ENG_H + MG1_M mode combined with the MG1_M mode in which the motor MG1 transmits power through the middle gear mechanism, the first output side clutch 11 and the third output side clutch 13b are connected, and the input side clutch 8 and the second output side clutch 13a. Realized by cutting Thus, different gear mechanisms can be used for the engine 1 and the motor MG1.
However, in that case, due to the structure of the vehicle power transmission device, the gear mechanism used by the engine 1 is limited to the high gear mechanism, and the gear mechanism used by the motor MG1 is limited to the low gear mechanism or the middle gear mechanism.

Further, for example, in the ENG_H single mode in which only the ENG_H mode in which the engine 1 transmits power via the high gear mechanism is used, the first output side clutch 11 is connected, and the input side clutch 8, the second output side clutch 13 a, the third This is realized by disengaging the output side clutch 13b.

FIG. 17 shows an example of the characteristics of the motor MG1 and the engine 1 in the same format as FIG. In the figure, a solid line 60 indicates a driving torque required at each vehicle speed during low-speed traveling on a flat ground. Solid lines 61, 62, and 63 represent MG1_L mode, MG1_M mode, and MG1_H, respectively.
The upper limit of the drive torque that can be generated by the motor MG1 at each vehicle speed in the mode is shown.

In addition, the ranges 64, 65, and 66 surrounded by dotted lines are respectively MG1_L mode and MG1_
The range in which efficiency (equivalent to fuel consumption) is assumed to be higher than a predetermined standard in the M mode and the MG1_H mode is shown. In addition, solid lines 67, 68, and 69 indicate the ENG_L mode and ENG_L, respectively.
The range (maximum efficiency line) where the efficiency is assumed to be maximized in the M mode and the ENG_H mode is shown.

Also in the present embodiment, in consideration of such characteristics of the engine 1 and the motor MG1, the operation modes of the motor MG1 and the engine 1 are selected in order to realize traveling suitable for the state of the vehicle.

The basic idea for selecting the operation mode of the motor MG1 and the engine 1 is to select the combination having the best efficiency in the relationship between the vehicle speed and the required driving torque. Specifically, the control device 20 switches the traveling mode between the EV main mode and the engine main mode based on the SOC in the same manner as in the first embodiment, and in each of the EV main mode and the engine main mode, Using the corresponding switching map, the combination of the operation mode of the motor MG1 and the engine 1 corresponding to the required driving torque and the acquired vehicle speed is selected.

However, in this embodiment, the switching map shown in FIG. 18 is adopted as the switching map for the EV main mode, and the switching map shown in FIG. 19 is adopted as the switching map for the engine main mode.

Here, specific partitioning and allocation contents of the switching maps of FIGS. 18 and 19 will be described. First, in the EV main mode switching map of FIG. 18, a range having a drive torque of about 400 Nm or less is defined as one section 71 over the entire vehicle speed range.
A combination of the G1_M mode and the non-driving mode of the engine 1 is assigned. This is because the region 65 where the efficiency of the MG1_M mode is high exists in the center of the section 71. This combination is realized by disconnecting the input side clutch 8, the first output side clutch 11, and the second output side clutch 13a and connecting the third output side clutch 13b.

Further, in the start-up to low / medium speed acceleration range from 0 km / h to about 70 km / h, the section 71
Is provided with a section 72 that covers the driving torque range immediately above.
A combination of the MG1_L mode and the non-driving mode of the engine 1 is assigned. This is because the region 64 where the efficiency of the MG1_L mode is high exists in the center of the partition 72. This combination is realized by disconnecting the input side clutch 8, the first output side clutch 11, and the third output side clutch 13b and connecting the second output side clutch 13a.

Further, in the start-up to low / medium speed acceleration range from 0 km / h to about 70 km / h, the section 72
A section 73 covering the driving torque range immediately above is provided, and the section 73 includes
A combination of the MG1_L mode and the ENG_L mode is assigned. in this way,
By using the motor MG1 and the engine 1 in combination, the power itself generated by the motor MG1 is the driving torque in or near the high efficiency region 64 of the MG1_L mode in FIG. 17, and the power itself generated by the engine 1 is The driving torque of the axle 15 that is larger than the high efficiency regions 64 and 67 can be realized while the driving torque is within or near the high efficiency region 67 of the 17 ENG_L mode. This combination is realized by disconnecting the first output side clutch 11 and the third output side clutch 13b and connecting the input side clutch 8 and the second output side clutch 13a.

Further, in a high speed range exceeding 70 km / h, a section 74 that covers the driving torque range immediately above the section 71 is provided, and the section 74 includes the MG1_M mode and the ENG_
A combination of H modes is assigned. Thus, by using the motor MG1 and the engine 1 in combination, the power itself generated by the motor MG1 is the driving torque in or near the high efficiency region 65 of the MG1_M mode in FIG. As a result, the driving torque of the axle 15 larger than the high efficiency regions 65 and 69 can be realized while the driving torque is within or near the high efficiency region 69 of the ENG_H mode in FIG. This combination is realized by disengaging the input side clutch 8 and the second output side clutch 13a and connecting the first output side clutch 11 and the third output side clutch 13b.

Further, in a high speed range exceeding 60 km / h, a section 75 that covers the driving torque range immediately above the section 74 is provided. In the section 75, the MG1_M mode and the ENG_
A combination of M modes is assigned. Thus, by using the motor MG1 and the engine 1 in combination, the power itself generated by the motor MG1 is the driving torque in or near the high efficiency region 65 of the MG1_M mode in FIG. As a result, the driving torque of the axle 15 larger than the high efficiency regions 65 and 68 can be realized while the driving torque is within or near the high efficiency region 68 of the ENG_M mode in FIG. Further, since the high efficiency region 68 in the ENG_M mode has a higher drive torque value than the high efficiency region 69 in the ENG_H mode, a higher drive torque can be realized. In this combination, the first output side clutch 11 and the second output side clutch 13a are disengaged, and the input side clutch 8 and the third output side clutch 13a.
This is realized by connecting the output side clutch 13b.

In the EV main mode, the input side clutch 8 is connected only to the sections 73 and 75 in which the engine 1 and the motor MG1 use the same gear mechanism. Therefore, unless the required driving torque becomes very large, the input side clutch 8 does not operate, so that the wear of the input side clutch 8 and the friction plates of the input side clutch 8 can be greatly reduced, and the drive of the actuator can be reduced. Energy can be greatly reduced.

Next, in the switching map for the engine main mode in FIG. 19, 0 km / h to 20 km / h.
In the extremely low speed range up to h, the required driving torque is a section 81 having a range of about 400 Nm or less.
In this case, an MG1_M single mode that is driven only in the MG1_M mode is assigned. As described above, even in the engine main mode mainly using the engine 1, the vehicle is driven only by the motor MG1 in the extremely low speed region where the power consumption is not so large. This combination is realized by disconnecting the input side clutch 8, the first output side clutch 11, and the second output side clutch 13a and connecting the third output side clutch 13b.

Further, in the extremely low speed region, a section 82 that covers the driving torque range immediately above the section 81 is provided, and an MG1_L single mode that is driven only in the MG1_L mode is assigned to the section 82. As described above, even in the engine main mode mainly using the engine 1, the vehicle is driven only by the motor MG1 in the extremely low speed region where the power consumption is not so large. Further, since the driving torque is larger than that of the section 81, the MG1_L mode having the high efficiency region 64 in the high driving torque region is used instead of the MG1_M mode.
This combination includes the input side clutch 8, the first output side clutch 11, and the third output side clutch 1.
This is realized by disconnecting 3b and connecting the second output side clutch 13a.

Further, in the partition 83 including the high efficiency region of the MG1_M mode in the center, a combination of the MG1_M mode and the ENG_H mode is assigned. Further, in the partition 84 including the MG1_H high-efficiency region at the center, a combination of the MG1_H mode and the ENG_H mode is assigned. The combination assigned to the section 84 is realized by disengaging the second output side clutch 13a and the third output side clutch 13b and connecting the input side clutch 8 and the first output side clutch 11.

Further, in a medium to high speed range of about 20 km / h to about 150 km / h, a section 85 that covers the driving torque range immediately above the sections 83 and 84 is provided.
A combination of the mode and the ENG_M mode is assigned. Thus, the motor MG
1 and the engine 1 are used in combination, the power itself generated by the motor MG1 is MG in FIG.
The driving torque in or near the high efficiency region 65 of the 1_M mode is used, and the power itself generated by the engine 1 is the driving torque in or near the high efficiency region 68 of the ENG_M mode in FIG. A driving torque of the axle 15 larger than 65 and 68 can be realized.

Further, in a medium speed range of about 20 km / h to about 60 km / h, a section 86 that covers the driving torque range immediately above the sections 82 and 85 is provided, and the section 86 includes MG1_L.
A combination of the mode and the ENG_L mode is assigned. Thus, the motor MG
1 and the engine 1 are used in combination, the power itself generated by the motor MG1 is MG in FIG.
The driving torque in or near the high efficiency region 64 in the 1_L mode is used, and the power generated by the engine 1 is the driving torque in or near the high efficiency region 67 in the ENG_L mode in FIG. A driving torque of the axle 15 larger than 64, 67 can be realized.

In the engine main mode, the input side clutch 8 is connected only to the sections 84, 85, and 86 where the engine 1 and the motor MG1 use the same gear mechanism. Therefore, the input side clutch 8 does not operate unless the required driving torque becomes very large or the vehicle speed becomes very large, so that the wear of the input side clutch 8 and the friction plates of the input side clutch 8 is greatly reduced. In addition, the drive energy of the actuator can be greatly reduced.

As described above, the control device 20 controls the motor MG according to the SOC of the vehicle driving battery.
Depending on the required driving torque and vehicle speed, the motor MG1 and the engine 1
An efficient combination is selected from the combinations of non-actuation and reduction ratio, and the input side clutch 8, the first output side clutch 11, the second output side clutch 1 are selected so as to realize the selected combination.
3a, the on / off of the third output side clutch 13b and the driving / non-driving of the motor MG1 are controlled.

Further, as shown in the switching maps of FIGS. 18 and 19, in an area (vehicle speed 0 km / h to 60 km / h and driving torque 0 Nm to 300 Nm) realized in normal traveling, E
The ENG_H mode is used more frequently than the NG_L mode, and the MG1_M mode and the MG1_L mode are used more frequently than the MG1_H mode.

Thus, even if the gear mechanism has a multi-stage configuration of three or more stages, the same effect as that of the first embodiment can be obtained.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described focusing on differences from the first embodiment. FIG. 20 shows a configuration of the vehicle power transmission device according to the present embodiment (however, the control device 20 is not shown). In this figure, the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted or simplified.

The present embodiment is greatly different from the first embodiment in that, similarly to the fourth embodiment, the middle gear mechanism is provided in addition to the gear mechanism having two stages of low and high. Specifically, a two-stage gear mechanism of low and middle is provided on the motor MG1 side of the input side clutch 8 regardless of whether it is viewed from the power transmission path or from the arrangement.

More specifically, a second drive gear 7 c and a third drive gear 7 d are attached to the first motor input shaft 6, and rotate with the rotation of the first motor input shaft 6.

The second drive gear 7c meshes with the second driven gear 12c, and the second driven gear 12c is rotatably supported by the output shaft 9. The second output side clutch 13
c is attached to the output shaft 9, and the output shaft 9 and the second driven gear 12c are intermittently connected to each other.

The third drive gear 7d meshes with the third driven gear 12d, and the third driven gear 12d is rotatably supported by the output shaft 9. The third output side clutch 13
d is attached to the output shaft 9 and intermittently connects the output shaft 9 and the third driven gear 12d. In the present embodiment, the motor MG2 is not provided.

In the vehicle power transmission device configured as described above, the operation of the control device 20 is the same as that of the fourth embodiment.

Thus, even if the gear mechanism has a multi-stage configuration of three or more stages, the same effect as that of the first embodiment can be obtained.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with a focus on differences from the first embodiment.
In the vehicle power transmission device of the present embodiment, as shown in FIG. 21, the motor MG1 and the second drive gear 7 (which constitutes a low gear mechanism) are different from the first embodiment in that the first drive gear 5 (high gear). And a position between the engine 1 and the engine 1.

More specifically, an input-side clutch 8 is attached between the damper 3 on the second engine input shaft 4 and the first drive gear 5, and the input-side clutch 8 has a cylindrical shape unlike the first embodiment. A first motor input shaft 6 is attached. This input side clutch 8 is the same as the first embodiment in that the second engine input shaft 4 and the first motor input shaft 6 are intermittently connected to each other.

The first motor input shaft 6 coaxially surrounds the second engine input shaft 4 and extends from the input side clutch 8 to the first drive gear 5 side. A motor MG 1 and a second drive gear 7 are attached to the first motor input shaft 6 in order from the side closer to the input side clutch 8. Therefore, the input side clutch 8 is arranged at a position between the motor MG1 and the engine 1.

The second driven gear 12 and the second output side clutch 13 are also arranged closer to the differential gear 14 than the first driven gear 10 and the first output side clutch 11 in accordance with the arrangement of the second drive gear 7. Therefore, unlike the first embodiment, the high gear mechanisms 5, 10, 11 are arranged on the opposite side of the engine 1 as viewed from the low gear mechanisms 7, 12, 13.

Thus, the motor MG1 is disposed closer to the engine 1 than the first drive gear 5 (high gear mechanism) and the second drive gear 7 (low gear mechanism). Therefore, since the motor MG1 can be arranged at a place where a clutch, a torque converter, etc. are installed in the conventional vehicle, the space can be used effectively. In addition, motor MG1 and motor M
By separating the position of G2, interference with the motor MG1 can be avoided, and the degree of freedom of the installation size of the motor MG2 increases.

In addition, since the other structure of this embodiment and the action | operation of the control apparatus 20 are the same as 1st Embodiment, the selection of the combination of the operation mode similar to 1st Embodiment is attained. In FIG. 21, the same components as those in FIG. 1 are denoted by the same reference numerals.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described with a focus on differences from the first embodiment.
In the vehicle power transmission device of the present embodiment, as shown in FIG. 22, the motor MG1 and the second drive gear 7 (which constitutes a low gear mechanism) are different from the first embodiment in that the first drive gear 5 (high gear). And a position between the engine 1 and the engine 1.

More specifically, an input-side clutch 8 is attached between the damper 3 on the second engine input shaft 4 and the first drive gear 5, and the input-side clutch 8 has a cylindrical shape unlike the first embodiment. A first motor input shaft 6 is attached. This input side clutch 8 is the same as the first embodiment in that the second engine input shaft 4 and the first motor input shaft 6 are intermittently connected to each other.

The first motor input shaft 6 coaxially surrounds the second engine input shaft 4 and extends from the input side clutch 8 to the engine 1 side. A second drive gear 7 and a motor MG1 are attached to the first motor input shaft 6 in order from the side closer to the input side clutch 8. Therefore, the input side clutch 8 is arranged at a position between the first drive gear 5 (high gear mechanism) and the second drive gear 7 (low gear mechanism).

The second driven gear 12 and the second output side clutch 13 are also arranged closer to the differential gear 14 than the first driven gear 10 and the first output side clutch 11 in accordance with the arrangement of the second drive gear 7. Therefore, unlike the first embodiment, the high gear mechanisms 5, 10, 11 are arranged on the opposite side of the engine 1 as viewed from the low gear mechanisms 7, 12, 13.

Thus, the motor MG1 is disposed closer to the engine 1 than the first drive gear 5 (high gear mechanism) and the second drive gear 7 (low gear mechanism). Therefore, since the motor MG1 can be arranged at a place where a clutch, a torque converter, etc. are installed in the conventional vehicle, the space can be used effectively. In addition, motor MG1 and motor M
By separating the position of G2, interference with the motor MG1 can be avoided, and the degree of freedom of the installation size of the motor MG2 increases.

In addition, since the other structure of this embodiment and the action | operation of the control apparatus 20 are the same as 1st Embodiment, the selection of the combination of the operation mode similar to 1st Embodiment is attained. 22, the same components as those in FIG. 1 are denoted by the same reference numerals.

(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described focusing on differences from the first embodiment. FIG. 23 shows the configuration of the vehicle power transmission device according to the present embodiment (however, the control device 20 is not shown). In this figure, the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted or simplified.

This embodiment differs from the first embodiment in the configuration of a high gear mechanism (corresponding to an example of an engine side gear mechanism), a low gear mechanism (corresponding to an example of a first motor side gear mechanism), and an output shaft. .

First, the high gear mechanism will be specifically described. The high gear mechanism (see FIG. 1) of the first embodiment is composed of the first drive gear 5, the first driven gear 10, and the first output side clutch 11. However, the high gear mechanism of the present embodiment is the engine side. It is composed of a planetary gear mechanism Pe and a clutch 21.

In the engine-side planetary gear mechanism Pe, the sun gear Se is connected to the first engine input shaft 2, and the ring gear Re is fixed (for example, to the body of the vehicle). And clutch 2
1 represents the first carrier and the first carrier of the engine-side planetary gear mechanism Pe according to the control of the control device 20.
One end (end on the engine 1 side) of the output shaft 9a is intermittently connected to each other.

In this way, the power transmitted to the first engine input shaft 2 (from the engine 1 or the input side clutch 8) is reduced at a reduction ratio according to the configuration of the engine side planetary gear mechanism Pe.
When transmitted from the sun gear Se to the carrier Ce and the clutch 21 is connected,
It is transmitted from the carrier Ce to the first output shaft 9a.

Next, the low gear mechanism will be specifically described. The low gear mechanism of the first embodiment (see FIG. 1) is composed of the second drive gear 7, the second driven gear 12, and the second output side clutch 13. However, the low gear mechanism of the present embodiment is the motor side. The planetary gear mechanism Pm and the clutch 23 are included.

In the motor side planetary gear mechanism Pm, the sun gear Sm is connected to the first motor input shaft 6 and the ring gear Rm is fixed (for example, to the body of the vehicle). The clutch 23 is configured to intermittently connect the carrier Cm of the motor-side planetary gear mechanism Pm and the other end (motor MG1 side end) of the first output shaft 9a according to the control of the control device 20.

In this way, the power transmitted to the first motor input shaft 6 (from the motor MG1 or the input side clutch 8) is reduced according to the configuration of the motor side planetary gear mechanism Pm (the engine side described above). Is transmitted from the sun gear Sm to the carrier Cm, and when the clutch 23 is connected, is transmitted from the carrier Cm to the first output shaft 9a.

In the present embodiment, the reduction ratios of the high gear mechanism and the low gear mechanism are both greater than 1, and the reduction ratio of the low gear mechanism is greater than the reduction ratio of the high gear mechanism.

Next, the output shaft will be specifically described. In the present embodiment, the output shaft 9 (
In place of (see FIG. 1), a first output shaft 9a, a gear 9b, a gear 9c, and a second output shaft 9d are provided.

The first output shaft 9 a is a cylindrical power transmission shaft that surrounds the first engine input shaft 2, the first motor input shaft 6, and the input-side clutch 8, and the first engine input shaft 2 and the first motor input shaft 6. And are arranged coaxially.

The power generated by the motor MG2 is input to the second output shaft 9d extending from the motor MG2. The second output shaft 9d is disposed on the side of the first engine input shaft 2, the first motor input shaft 6, and the first output shaft 9a in parallel to the input shafts 2, 4, and 6, and a differential gear. 14. Outputs power for transmission to the axle 15 or the like.

The gear 9b is attached to the first output shaft 9a and rotates together with the first output shaft 9a. The gear 9c is attached to the second output shaft 9d and rotates together with the second output shaft 9d. Then, the gear 9b and the gear 9c are engaged with each other to rotate together at a rotation speed ratio corresponding to the ratio of the number of teeth of each other.

Even with such a configuration, as in the first embodiment, when the input side clutch 8 is connected, the high gear mechanisms Pe and 11 on the first engine input shaft 2 and the low gear on the first motor input shaft 6 are used. Power can be transmitted between the mechanisms Pm and 13. When the input side clutch 8 is disconnected, the first output shaft 9a, the gear 9b, the gear 9c, the first power shaft 9a, the power of the first motor input shaft 6 and the power of the first motor input shaft 6 are simultaneously reduced at different reduction ratios. It becomes possible to transmit to 2 output shaft 9d.

The operation of the control device 20 of the present embodiment is the same as that of the first embodiment. However, the first
The same control as the intermittent control for the output clutch 11 is performed for the clutch 21 instead of the first output clutch 11. Further, the same control as the on / off control for the second output side clutch 13 is performed for the clutch 23 instead of the second output side clutch 13.

(Ninth embodiment)
Next, a ninth embodiment of the present invention will be described focusing on differences from the eighth embodiment. FIG.
4 shows the configuration of the vehicle power transmission device according to the present embodiment (however, the control device 20 is not shown). In this figure, the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted or simplified.

The operation of the control device 20 of the present embodiment is the same as that of the eighth embodiment. The configuration of the vehicle power transmission device of the present embodiment is different from that of the first embodiment in the configuration of a high gear mechanism (engine-side planetary gear mechanism Pe and clutch 21).

Specifically, in the engine-side planetary gear mechanism Pe, the carrier Ce is connected to the first engine input shaft 2 and the ring gear Re is fixed (for example, to the vehicle body). The clutch 21 is configured to intermittently connect the sun gear Se of the engine-side planetary gear mechanism Pe and one end of the first output shaft 9a (end on the engine 1 side) according to the control of the control device 20.

In this way, the power transmitted to the first engine input shaft 2 (from the engine 1 or the input side clutch 8) is reduced at a reduction ratio according to the configuration of the engine side planetary gear mechanism Pe.
When the signal is transmitted from the carrier Ce to the sun gear Se and the clutch 21 is connected,
It is transmitted from the sun gear Se to the first output shaft 9a.

Even if such a configuration is used, the same effect as in the eighth embodiment can be obtained. As described above, in this embodiment, the connection relationship between the sun gear Se and the carrier Ce is reversed from that in the eighth embodiment, so that overdrive in which the reduction ratio of the high gear mechanism is smaller than 1 can be realized. .

(10th Embodiment)
Next, a tenth embodiment of the present invention will be described focusing on differences from the eighth embodiment. FIG. 25 shows the configuration of the vehicle power transmission device according to the present embodiment (however, the control device 20 is not shown). In this figure, the same components as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted or simplified.

The operation of the control device 20 of the present embodiment is the same as that of the eighth embodiment. The configuration of the vehicle power transmission device of the present embodiment is different from that of the first embodiment in the configurations of a high gear mechanism (engine-side planetary gear mechanism Pe and clutch 21) and a low gear mechanism (motor-side planetary gear mechanism Pm and clutch 23). It is.

First, in the engine side planetary gear mechanism Pe, which specifically describes the high gear mechanism, the sun gear Se is connected to the first engine input shaft 2, and the carrier Ce is fixed (for example, to the body of the vehicle). The clutch 21 is configured to intermittently connect the ring gear Re of the engine-side planetary gear mechanism Pe and one end of the first output shaft 9a (end on the engine 1 side) according to the control of the control device 20.

In this way, the power transmitted to the first engine input shaft 2 (from the engine 1 or the input side clutch 8) is reduced at a reduction ratio according to the configuration of the engine side planetary gear mechanism Pe.
It is transmitted from the sun gear Se to the ring gear Re. Further, when the clutch 21 is connected, it is transmitted from the ring gear Re to the first output shaft 9a.

Next, the low gear mechanism will be specifically described. In the motor side planetary gear mechanism Pm, the sun gear Sm is connected to the first motor input shaft 6, and the carrier Cm is fixed (for example, to the body of the vehicle). The clutch 23 is configured to intermittently connect the ring gear Rm of the motor-side planetary gear mechanism Pm and the other end (motor MG1 side end) of the first output shaft 9a according to the control of the control device 20.

In this way, the power transmitted to the first motor input shaft 6 (from the motor MG1 or the input side clutch 8) is reduced according to the configuration of the motor side planetary gear mechanism Pm (the engine side described above). When the transmission gear is transmitted from the sun gear Sm to the ring gear Rm and is further connected to the clutch 23, the ring gear Rm is larger than the speed reduction ratio corresponding to the configuration of the planetary gear mechanism Pe.
To the first output shaft 9a.

Even with such a configuration, as in the eighth embodiment, when the input side clutch 8 is connected, the high gear mechanisms Pe and 11 on the first engine input shaft 2 and the low gear on the first motor input shaft 6 are used. Power can be transmitted between the mechanisms Pm and 13. When the input side clutch 8 is disconnected, the first output shaft 9a, the gear 9b, the gear 9c, the first power shaft 9a, the power of the first motor input shaft 6 and the power of the first motor input shaft 6 are simultaneously reduced at different reduction ratios. It becomes possible to transmit to 2 output shaft 9d.

(Eleventh embodiment)
Next, an eleventh embodiment of the present invention will be described. This embodiment is different from the first embodiment only in that the switching map shown in FIG. 26 is used instead of the switching map shown in FIG. 10 as the switching map in the engine main mode. 26 differs from the switching map in FIG. 10 in that a part of the sections 51 and 52 in FIG. 10 is replaced with a section 55 for implementing the power generation mode. Specifically, the replaced portion is the slowest of the sections 51 in FIG. 10 (in this example, the vehicle speed is from 0 km / h to about 30 km).
/ H) and the lowest load (in this example, the driving torque ranges from 0 Nm to about 200 Nm).

As described above, in the low speed and low load region, the power generated in the engine 1 is generated by the motor MG1 in the power generation mode, whereby the gear mechanisms (5, 7, 7a, 7c, 10
11, 12, 12 a, 12 c, 13, 13 a, and 13 c), the vehicle driving battery can be charged, thereby improving the efficiency and suppressing the decrease in the SOC.

(Twelfth embodiment)
Next, an eleventh embodiment of the present invention will be described. The present embodiment is different from the eleventh embodiment only in that the switching map shown in FIG. 27 is used instead of the switching map shown in FIG. 26 as the switching map in the engine main mode. 27 differs from the switching map of FIG. 26 in that the section 54 to which the combination of the MG1_H mode, the driving mode of the motor MG2 and the ENG_H mode is assigned in FIG.
2 and the whole and the section 53 are expanded to a portion having a low torque to form a section 56.

By doing in this way, in the driving | running | working which transits from a low speed low load to a low speed middle load as represented by the dotted arrow 91 with a high frequency in an urban area, after entering the section 52 from the section 55, it is already As described, the number of shifts can be reduced by traveling mainly in the ENG_H mode. In fact, when a switching map as shown in FIG. 26 is used, a shift occurs in the state of the x mark 92, but in this embodiment, no shift occurs.

Further, during overtaking acceleration as represented by the dotted line arrow 93 (when transitioning from medium speed low load to medium speed medium load), the number of shifts can be reduced by traveling in the ENG_H mode as described above. Can do. In fact, when a switching map as shown in FIG. 26 is used, a shift occurs in the state of the x mark 94, but no shift occurs in this embodiment. Further, even when the section 51 is changed to the section 56, only the motor MG1 is operated, so that no shift occurs.

Thus, in the present embodiment, by using the switching map of FIG. 27, the number of shifts can be reduced, thereby improving the ride comfort.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is.

(1) For example, in each of the above-described embodiments, the input side clutch 8 is controlled to be connected and disconnected by the actuator, and when connected, the second engine input shaft 4 to the first motor input shaft 6 (or the first motor input shaft 6a) ), And transmission of driving torque from the first motor input shaft 6 (or the first motor input shaft 6a) to the second engine input shaft 4. That is, the drive torque can be transmitted bidirectionally at the time of connection.

However, this is not necessarily the case. For example, as the input side clutch 8 of each embodiment, a known one-way clutch or two-way clutch may be employed instead of the above-described one. The one-way clutch and the two-way clutch are attached so as to transmit the driving torque only from the second engine input shaft 4 side to the first motor input shaft 6 (or first motor input shaft 6a) side.

By employing such a one-way clutch or a two-way clutch, it is not necessary to control connection / disconnection of the input side clutch 8 using an actuator, and as a result, it is not necessary to provide an actuator. This is because the gear mechanism (low, middle) provided on the first motor input shaft 6 (or first motor input shaft 6a) side has a reduction ratio compared to the high gear mechanism provided on the second engine input shaft 4 side. Because it is big.

That is, for example, in the fifth embodiment, when the MG1_M + ENG_H mode is selected, the rotation speed of the first motor input shaft 6 is larger than the rotation speed of the second engine input shaft 4, so the one-way clutch is idled and the input side clutch As a result, MG1_M + ENG_H is realized. That is, different reduction ratios can be selected between the motor MG1 and the engine 1.

When the MG1_L + ENG_L mode is selected, the first engine input shaft 4 to the first
Since driving torque is transmitted to the motor input shaft 6, the MG1_L + ENG_L mode is realized. However, since the driving torque is not transmitted from the first motor input shaft 6 to the second engine input shaft 4, an operation mode combining the motor MG1_H mode and the motor MG1_H mode cannot be realized, but the EV main mode of the fifth embodiment is not realized. Thus, efficient driving is possible without selecting an operation mode that combines the motor MG1_H mode and the motor MG1_H mode.

As described above, by employing a one-way clutch or a two-way clutch as the input side clutch 8, an operation mode combining the motor MG1_H mode and the motor MG1_H mode cannot be realized, but the fuel consumption is not deteriorated so much. Therefore, the configuration and control of the vehicle power transmission device can be simplified.

(2) Further, in each of the above embodiments, the damper 3 is provided between the engine 1 and the first drive gear 5, but this damper is eliminated, and the first engine input shaft 2 and the second engine input shaft are removed. 4 may be integrated.

(3) In each of the above embodiments, a clutch may be provided on the second engine input shaft 4 between the damper 3 and the first drive gear 5.

(4) In the fourth embodiment, the second output side clutch 13a and the third output side clutch 13b may be formed integrally with each other. In the fifth embodiment,
The second output side clutch 13c and the third output side clutch 13d may be formed integrally with each other.

(5) Further, the clutches 11, 13, 13a to 13d are not provided on the output shaft 9 side, but on the input shaft 4,
It may be attached to the 6, 6a, 18, 19 side. In that case, drive gear 5, 7,
7a-7d is rotatably attached to the input shaft, and driven gears 10, 12, 12a-1
2d is attached to the output shaft 9, and the clutches 11, 13, 13a to 13d are connected to the input shafts 4, 6,
6a, 18, 19 and drive gears 5, 7, 7a-7d may be intermittently connected to each other.

(6) In the above embodiment, each function realized by the controller 20 executing the program is hardware having those functions (for example, an FPGA capable of programming a circuit configuration). It may be realized by using.

DESCRIPTION OF SYMBOLS 1 Engine 2, 4 Engine input shaft 3 Damper 5 1st drive gear 6, 6a Motor input shaft 7, 7a, 7c 2nd drive gear 7b, 7d 3rd drive gear 8 Input side clutch 9 Output shaft 9a 1st output shaft 9d Second output shaft 11 First output clutches 12, 12a, 12c Second driven gears 13, 13a, 13c Second output clutches 12b, 12d Third driven gears 13b, 13d Third output clutch 15 Axle 18 Cylindrical motor input Shaft 19 Cylindrical engine input shaft 20 Control device MG1, MG2 Motor Pe Engine side planetary gear mechanism Pm Motor side planetary gear mechanism

Claims (15)

The power generated by the engine (1) and the power generated by the motor (MG1) are converted into the vehicle axle (15
) A vehicle power transmission device for transmitting to
Engine input shafts (2, 4, 19) that receive the power generated by the engine (1) and transmit the input power of the engine (1);
Motor input shafts (6, 6a, 18) for inputting the power generated by the motor (MG1) and transmitting the input power of the motor (MG1);
An output shaft (9) for outputting power for transmission to the axle (15);
The engine input shaft (2, 4, 19) is provided on the engine input shaft (2, 4, 19).
) Engine-side gear mechanism (5, 10, 11) for transmitting the motive power to the output shaft (9) without passing through the motor input shaft (6, 6a, 18);
The motor input shaft (6, 6a, 18) is provided on the motor input shaft (6, 6a, 18).
) Power to the output shaft (9) without passing through the engine input shaft (2, 4, 19), the first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c). , 13, 13
a, 13c),
An input side clutch (8) for intermittently connecting the engine input shaft (2, 4, 19) and the motor input shaft (6, 6a, 18);
When the input side clutch (8) is connected, the engine side gear mechanism (5, 10, 11) on the engine input shaft (2, 4, 19) and the motor input shaft (6, 6a, 18). )
The first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a above
, 13c), a power transmission device for vehicles, wherein power transmission is possible. When the input side clutch (8) is disengaged, the power of the engine input shaft (2, 4, 19) and the power of the motor input shaft (6, 6a, 18) are simultaneously output at different reduction ratios. The power transmission device for a vehicle according to claim 1, wherein transmission to the shaft (9) is possible. The reduction ratio of the engine side gear mechanism (5, 10, 11) is the first motor side gear mechanism (
7. The vehicle power transmission device according to claim 1, wherein the power transmission device is smaller than a reduction ratio of 7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c). The reduction ratio of the engine side gear mechanism (5, 10, 11) is the smallest among the reduction ratios of the gear mechanism provided in the vehicle power transmission device, and the first motor side gear mechanism (7, 7a,
7c, 12, 12a, 12c, 13, 13a, 13c), wherein the reduction ratio of the gear mechanism provided in the vehicle power transmission device is the largest. The vehicle power transmission device according to any one of the above. The motor input shaft (6, 6a, 18) is provided on the motor input shaft (6, 6a, 18).
) Is transmitted to the output shaft (9) without passing through the engine input shaft (2, 4, 19), and the second motor side gear mechanism (7b, 7d, 12b, 12d, 13b, 13d). )
The first motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a,
13c) and the second motor side gear mechanism (7b, 7d, 12b, 12d, 13)
5. The vehicle power transmission device according to claim 1, wherein a reduction ratio of b, 13d) is larger than a reduction ratio of the engine side gear mechanism (5, 10, 11). . The engine side gear mechanism (5, 10, 11) is connected to the first motor side gear mechanism (7, 7a).
7c, 12, 12a, 12c, 13, 13a, 13c) and the engine (1), the vehicle according to any one of the preceding claims Power transmission device. The input side clutch (8) includes the engine side gear mechanism (5, 10, 11) and the first clutch.
The vehicular power transmission device according to claim 6, wherein the vehicular power transmission device is disposed between the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c). The input side clutch (8) includes the motor (MG1) and the first motor side gear mechanism (7).
, 12, 13),
The motor input shaft (6, 18) is connected to the motor input shaft (6 of the input side clutch (8)).
A cylindrical cylindrical motor input shaft (18) attached to the rotating part with
The cylindrical motor input shaft (18) is connected to the engine input shaft (8) of the input side clutch (8).
2, 4) and the other part (6) of the motor input shaft (6, 18) surrounding the engine input shaft (2, 4) and extending in the direction of the engine (1).
)
The first motor side gear mechanism (7, 12, 13) is attached to an end of the cylindrical motor input shaft (18) closer to the engine (1). Power transmission device for vehicles. The input side clutch (8) includes the engine (1) and the engine side gear mechanism (5, 1).
0, 11),
The engine input shaft (2, 4, 19) is a cylindrical cylindrical engine input shaft (19) attached to a portion of the input side clutch (8) that rotates together with the engine input shaft (2, 4, 19). Including
The cylindrical engine input shaft (19) is connected to the motor input shaft (
6) surrounds the rotating part and surrounds the motor input shaft (6) and extends in the direction of the motor (MG1), and the other part (4) of the engine input shaft (2, 4, 19).
Rotate with
The vehicle engine according to claim 6, wherein the engine side gear mechanism (5, 10, 11) is attached to an end of the cylindrical engine input shaft (19) closer to the motor (MG1). Power transmission device. The motor (MG1) includes the engine (1) and the first motor side gear mechanism (7, 12).
13), and the engine side gear mechanism (5, 10, 11) is located on the opposite side of the engine (1) when viewed from the first motor side gear mechanism (7, 12, 13). The vehicle power transmission device according to any one of claims 1 to 5, wherein the power transmission device is arranged. The power transmission device for vehicles according to claim 10, wherein said input side clutch (8) is arranged between said motor (MG1) and said engine (1). The input side clutch (8) includes the engine side gear mechanism (5, 10, 11) and the first clutch.
The motor-side gear mechanism (7, 12, 13) is arranged between the motor-side gear mechanism (7, 12, 13).
The vehicle power transmission device according to 0. The input side clutch (8) is a clutch that transmits driving torque only from the engine input shaft (2, 4, 19) side to the motor input shaft (6, 6a, 18) side,
The motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13
The power transmission device for a vehicle according to any one of claims 1 to 12, wherein a reduction ratio of c) is larger than a reduction ratio of the engine side gear mechanism (5, 10, 11). Based on the physical quantity acquired in the vehicle, the input side clutch (8), the motor side gear mechanism (7, 7a, 7c, 12, 12a, 12c, 13, 13a, 13c) and the engine side gear mechanism A control device (20) for controlling a transmission path and a reduction ratio of power generated by the engine (1) and the motor (MG1) by controlling connection and disconnection of (5, 10, 11);
The control device (20) includes the engine (1) assigned to the acquired physical quantity.
And an operation mode of the motor (MG1) is selected based on a predetermined switching map for assigning an operation mode to a physical quantity value, and the input side clutch (8), the motor side gear mechanism (7
7a, 7c, 12, 12a, 12c, 13, 13a, 13c) and the engine side gear mechanism (5, 10, 11) are controlled to connect and disconnect to realize the selected operation mode. The vehicle power transmission device according to any one of claims 1 to 13. The motor (MG1) is rotated by electric power of a vehicle driving battery mounted on the vehicle,
The control device (20) stores a plurality of types of switching maps, acquires the SOC of the vehicle driving battery, and selects one of the plurality of types of switching maps based on the acquired SOC. The vehicle power transmission device according to claim 14.

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