JP2013216219A - Power transmission device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device for a hybrid vehicle that can improve mountability of a power train having a brake mechanism for suppressing or preventing the generation of power circulation and a parking lock mechanism for keeping a vehicle stopped.SOLUTION: A power transmission device for a hybrid vehicle includes a brake mechanism that is arranged coaxially with an output shaft 1a, arranged on a rotation shaft of a first motor generator 2, and engaged when a rotation of the first motor generator is stopped or subject to power running control; a parking lock mechanism that keeps a rotation of other shaft 3c arranged parallel to the output shaft 1a stopped; an actuator 19 that controls respective engagement and release with the brake mechanism and the parking lock mechanism; and an output shaft 19a of the actuator 19 arranged between the output shaft 1a and the other shaft 3c in the vertical direction.

Description

  The present invention relates to a power transmission device for a hybrid vehicle equipped with an internal combustion engine and an electric motor, and more particularly to a power transmission device for a hybrid vehicle provided with an engagement device that restricts rotation of the electric motor.

  2. Description of the Related Art Conventionally, a power transmission device for a hybrid vehicle equipped with an engine and two motor generators is known. Specifically, power transmission of a hybrid vehicle including a power split device including a carrier coupled to the engine, a sun gear coupled to the first motor / generator, and a ring gear coupled to the second motor / generator. The device is known. This type of power transmission device is configured such that the first motor / generator functions as a reaction force element for the power input from the engine, and when the first motor / generator is regeneratively controlled, The power generated by the first motor / generator is energized to the second motor / generator so that the second motor / generator applies torque.

  On the other hand, when the first motor / generator is subjected to power running control, the second motor / generator is regeneratively controlled to generate electric power, and the electric power is supplied to the first motor / generator for driving. That is, the power applied by the first motor / generator is regenerated by the second motor / generator, and so-called power circulation may occur.

  Therefore, Patent Document 1 discloses that when the first motor / generator is subjected to power running control, specifically, when the first motor / generator reversely rotates and outputs a negative torque, the first motor / generator A power transmission device for a hybrid vehicle is described that is configured to restrict rotation of a connected sun gear by a brake. That is, the power transmission device for a hybrid vehicle described in Patent Literature 1 stops the rotation of the sun gear and engages the brake as a reaction force by engaging the brake. As a result, the first motor / generator Is configured to prevent power circulation without energization. In the brake described in Patent Document 1, the engagement force is controlled according to the supplied hydraulic pressure, and the hydraulic pressure is always supplied while the brake is engaged. Yes.

  Patent Document 2 describes a parking lock mechanism for maintaining a state in which a vehicle is stopped as a brake mechanism that restricts rotation of a rotating member. The parking lock mechanism described in Patent Document 2 includes an output shaft of an actuator, a cam connected to the output shaft via a coil spring, and a lock that is pressed by the cam and rotates to engage a rotating member. And a lever. That is, the rotation of the rotating member can be locked by rotating the cam by the actuator and pressing the lock lever, and the lock lever and the convex portion of the rotating member interfere with each other. Then, it is comprised so that it can be set as the standby state which the lock lever waited so that it may engage when a rotation member rotates slightly.

JP 2011-131739 A JP 2011-98677 A

  In the power transmission device for a hybrid vehicle described in Patent Document 1, by providing a brake that stops the rotation of the first motor / generator, the first motor / generator is controlled by the power running to suppress power circulation. Or it can be prevented. However, since the brake mechanism that is engaged by hydraulic pressure always supplies hydraulic pressure while the brake is engaged, there is a possibility that the fuel consumption may be reduced. In addition, the mounting performance may be deteriorated by mounting the hydraulic actuator.

  Further, since the power transmission device for a hybrid vehicle described in Patent Document 1 stops the rotation of the first motor / generator, when the vehicle speed increases, the engine speed increases and the fuel consumption deteriorates. There is a possibility that. Therefore, for example, it is conceivable to connect another planetary gear mechanism to the power split device and to provide another brake so as to reversely rotate the first motor / generator in the idling state. However, if a plurality of hydraulic brakes are provided, the mountability may deteriorate. Further, even when the parking lock mechanism described in Patent Document 2 is used as the brake, an actuator and a rotating shaft for rotating each cam are provided, so that the mountability is deteriorated. there is a possibility.

  The present invention has been made against the background described above, and is a vehicle-mounted power train having a brake mechanism that suppresses or prevents power circulation and a parking lock mechanism that maintains a state in which the vehicle is stopped. An object of the present invention is to provide a power transmission device for a hybrid vehicle capable of improving the power.

  To achieve the above object, the invention of claim 1 outputs power to a first rotating element connected to an internal combustion engine, a second rotating element connected to a first motor / generator, and an output member of a vehicle. In a power transmission device for a hybrid vehicle, comprising: a power split device having a third rotating element; and another shaft having a gear arranged in parallel with an output shaft of the internal combustion engine and connected to an output member of the vehicle. At least one of a first brake mechanism that is arranged coaxially with the output shaft and that engages when the first motor / generator is subjected to power running control, and stops the rotation of the first motor / generator. One brake mechanism, a parking lock mechanism that maintains a state in which the rotation of the other shaft is stopped, the brake mechanism, and the parking lock mechanism An actuator for controlling each engagement and release, and is characterized in that an output shaft of the actuator disposed between the other shaft and the output shaft in the vertical direction.

  According to a second aspect of the present invention, in the first aspect of the invention, the vehicle includes a side member that is a strength member disposed in a front-rear direction on a side surface of the vehicle, and the output shaft of the actuator is a vertical member. A power transmission device for a hybrid vehicle, characterized in that the power transmission device is disposed on a lower side of a side member in a direction.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the brake mechanism and the parking lock mechanism are configured such that the output shaft of the actuator is inserted and the cam is provided to transmit power to the output shaft, and the actuator A pressing member housed inside the cam so as to press the cam when the output shaft of the actuator rotates in one direction and the output shaft of the actuator rotates in the other direction. A power transmission device for a hybrid vehicle, comprising: an elastic member housed in the cam so as to exert an elastic force in a direction that is sometimes pressed by the pressing member to rotate the cam. .

  According to a fourth aspect of the present invention, in the third aspect of the invention, the brake mechanism and the parking lock mechanism are accommodated in the cam so as to press the pressing member outward in the radial direction of the output shaft of the actuator. The hybrid vehicle further includes: another elastic member; and an engaging portion formed by inclining an end surface of the pressing member and an inner wall surface of the cam facing the end surface. Device.

  According to the present invention, at least one of the first brake mechanism that stops the rotation of the first motor / generator and the second brake mechanism that is engaged when the first motor / generator is subjected to power running control is provided. ing. Accordingly, since the brake mechanism can function as a reaction force in the power split device to which the first motor / generator is connected, it is possible to suppress or prevent the occurrence of power circulation due to the power running control of the first motor / generator. be able to. Further, the same actuator is used to control the engagement and release of the brake mechanism and the parking lock mechanism that is engaged to maintain the vehicle stopped. Therefore, one actuator for controlling the brake mechanism and the parking lock mechanism can be provided, and the output shaft of the actuator can be integrated. Furthermore, the output shaft of the actuator is arranged between the output shaft of the internal combustion engine in the vertical direction and the output shaft connected to the parking lock mechanism. That is, the distance between the output shaft of the actuator and the brake mechanism or parking lock mechanism can be shortened. Therefore, it is possible to suppress or prevent an increase in size of the brake mechanism and the parking lock mechanism. Accordingly, it is possible to improve the on-board performance of a power train having a brake mechanism and a parking lock mechanism. By arranging the output shaft of the actuator below the side member in the vertical direction, the brake mechanism and the parking lock mechanism can be mounted on the vehicle without changing the existing platform.

  According to the present invention, the brake mechanism and the parking lock mechanism are configured such that the output shaft of the actuator rotates integrally with the cam provided with the output shaft of the actuator inserted therein and capable of transmitting power to the output shaft, and the output of the actuator. And a pressing member housed inside the cam so as to press the cam when the shaft rotates in one direction. Therefore, when the output shaft of the actuator is rotated in one direction, the output shaft of the actuator and the cam are It can be rotated integrally through the pressing member. On the other hand, an elastic member is housed inside the cam so that when the output shaft of the actuator rotates in the other direction, an elastic force is applied in a direction in which the cam is rotated by the pressing member. Therefore, it can be set in a standby state because the brake mechanism and the parking lock mechanism are engaged.

  Furthermore, according to this invention, the other elastic member that presses the pressing member on the radially outer side of the output shaft of the actuator is housed in the cam, and the end surface of the pressing member and the inner wall surface of the cam that faces the end surface Is inclined. Therefore, when the actuator rotates relative to the cam, the pressing member is pressed in the radial direction by the inclined surface to contract the other elastic member and can rotate along the inclined surface. On the other hand, when a force for rotating the cam is applied due to vibration or the like, the inclined surfaces come into contact with each other and the pressing member is pressed toward the inclined surface, so that it is possible to suppress or prevent the cam from rotating. it can. And since the said press member and each elastic member are accommodated in the inside of a cam, a brake mechanism and a parking lock mechanism can be reduced in size in an axial direction. Accordingly, it is possible to improve the on-board performance of a power train having a brake mechanism and a parking lock mechanism.

It is the schematic for demonstrating the positional relationship of each rotating shaft in the power transmission device of the hybrid vehicle which concerns on this invention. It is a skeleton diagram for explaining an example of a power transmission device of a hybrid vehicle that can use the present invention. FIG. 3 is a collinear diagram of the power split device shown in FIG. 2. It is a schematic diagram for demonstrating an example of the cam used for each brake mechanism and a parking lock mechanism. FIG. 3 is a schematic diagram for explaining the operation of the brake mechanism shown in FIG. 2, in which (a) is a released state of the brake mechanism, (b) is an engaged standby state of the brake mechanism, and (c) is an engaged state of the brake mechanism. FIG.

  Next, an example of a power transmission device for a hybrid vehicle according to the present invention will be described. FIG. 2 is a skeleton diagram for explaining the configuration of the power transmission device in the hybrid vehicle Ve including the internal combustion engine 1 and the two motor generators 2 and 3. The vehicle Ve shown in FIG. 2 is a so-called front engine / front drive type vehicle in which a power transmission device is provided in front of the vehicle and transmits power to the front wheels. Therefore, the output shaft 1a of the internal combustion engine 1 and the drive shaft 4 that transmits power to the front wheels are arranged in parallel. An internal combustion engine 1 shown in FIG. 2 is a heat engine that generates power by burning a gasoline engine, a diesel engine, or natural gas. Hereinafter, the internal combustion engine is simply referred to as the engine 1. Further, each of the motor generators 2 and 3 shown in FIG. 2 includes stators 2a and 3a fixed to a case (not shown), and a rotor 2b integrated with a rotation shaft arranged on the inner peripheral side of the stators 2a and 3a. 3b, and the output torque and the number of rotations can be controlled in accordance with the energized power. As an example of the motor generator, a conventionally known synchronous motor can be employed. Accordingly, each of the motor / generators 2 and 3 has both a power running function for outputting power according to the energized power and a regeneration function for generating electric power by rotating the rotors 2b and 3b.

  In the power transmission device shown in FIG. 2, a damper mechanism 5 is disposed on the output shaft 1 a of the engine 1. That is, the damper mechanism 5 is disposed on the output shaft 1 a of the engine 1 in order to attenuate vibrations based on torque fluctuations periodically generated by the combustion of the engine 1. A damper mechanism 5 shown in FIG. 2 includes a drive plate 6 that is integrally connected to the output shaft 1 a of the engine 1, a driven plate 7 that is disposed so as to be rotatable relative to the drive plate 6, and the drive plate 6 and the driven plate 7. Is a so-called torsional damper provided with a spring 8 which is disposed between and extending and contracting in the circumferential direction. The damper mechanism 5 for attenuating vibrations based on torque fluctuations output from the engine 1 is not limited to the torsional damper, but is a fluid coupling that transmits power by a fluid flow, or a torque that has a function of amplifying torque. A converter or the like can be employed.

  The power output from the damper mechanism 5 is input to the power split mechanism 9. Specifically, the power split device 9 includes a sun gear S1, a ring gear R1 disposed concentrically with the sun gear S1, a plurality of pinion gears P1 meshing with the sun gear S1 and the ring gear R1, and rotating the pinion gear P1. A so-called single pinion type planetary gear mechanism 9a provided with a carrier C1 that holds revolved and a double pinion type planetary gear mechanism 9b, which will be described later, are provided. An output shaft 5a of the damper mechanism 5 is provided on the carrier C1. It is connected. That is, the carrier C1 is configured to function as an input element.

  On the other hand, a cylindrical shaft 10 disposed coaxially with the output shaft 5a of the damper mechanism 5 is coupled to the sun gear S1 in the single pinion type planetary gear mechanism 9a. That is, the output shaft 5 a of the damper mechanism 5 is inserted into the hollow portion of the cylindrical shaft 10. A first motor / generator 2 is connected to the cylindrical shaft 10. In the first motor / generator 2, a rotor 2b formed by laminating a plurality of steel plates with permanent magnets in the axial direction is integrated with the cylindrical shaft 10, and a plurality of steel plates are provided on the outer peripheral side of the rotor 2b. Are arranged in the axial direction, and a stator 2a fixed to a case (not shown) is arranged.

  Further, the ring gear R1 in the single pinion type planetary gear mechanism 9a has a counter drive gear 11 formed on the outer peripheral side, and a counter driven gear 12 meshes with the counter drive gear 11. The counter driven gear 12 is formed integrally with a counter shaft 13 disposed in parallel with the output shaft 5a of the damper mechanism 5, and the counter shaft 13 is powered by a differential 14 connected to drive wheels (not shown). Is formed.

  On the other hand, a second motor / generator 3 is connected to the counter driven gear 12 so that power can be transmitted. The second motor / generator 3 has the same configuration as the first motor / generator 2, and is formed by laminating a plurality of steel plates in the axial direction and fixed to a case (not shown), and a permanent magnet. A rotor 3b integrated with an output shaft by laminating a plurality of underlying steel plates in the axial direction is provided. The second motor / generator 3 is connected to the counter driven gear 11 via a gear 16 provided on the output shaft 3c.

  By configuring the single pinion type planetary gear mechanism 9a as shown in FIG. 2, the first motor / generator 2 functions as a reaction force element. Specifically, the first motor / generator 2 is regeneratively controlled. By generating electric power, a part of the power output from the engine 1 can be converted into electric energy. The electric power converted into electric energy is supplied to the second motor / generator 3 directly or via a power storage device (not shown). Therefore, by transmitting torque from the second motor / generator 3 to the counter driven gear 12 and applying it to the power transmitted from the engine 1, a so-called electric path can be made. Further, since the rotational speed of the first motor / generator 2 can be continuously changed, the operating point of the engine 1 is along the optimum fuel consumption line by controlling the rotational speed of the first motor / generator 2. Can be controlled to change. That is, the single pinion type planetary gear mechanism 9a can function as a continuously variable transmission.

  On the other hand, depending on the vehicle speed and the target rotational speed of the engine, when the rotational speed of the first motor / generator 2 becomes 0 (zero), or the first motor / generator 2 may be subjected to power running control. Specifically, when the vehicle is traveling in a state where the speed ratio is less than or equal to a predetermined gear ratio, more specifically, when the vehicle is traveling in an overdrive state, the first motor / generator 2 is subjected to power running control, and the second motor The generator 3 is regeneratively controlled. Therefore, so-called power circulation occurs. Therefore, the power split device 9 shown in FIG. 2 causes the first brake mechanism 17 capable of setting the rotation speed of the first motor / generator 2 to 0 (zero) and the first motor / generator 2 to idle in the reverse rotation direction. And a second brake mechanism 18 configured to be able to be operated.

  In the example shown in FIG. 2, the first brake mechanism 17 that stops the rotation of the cylindrical shaft 10 is provided on the opposite side of the single pinion type planetary gear mechanism 9 a across the first motor / generator 2. A double pinion type planetary gear mechanism 9b is provided on the opposite side of the first motor / generator 2 across the first brake mechanism 17, and the second pinion type planetary gear mechanism 9b stops the rotation of the ring gear R2 in the second pinion type planetary gear mechanism 9b. A brake mechanism 18 is provided.

  Here, the structure of the double pinion type planetary gear mechanism 9b shown in FIG. 2 will be described. A double pinion type planetary gear mechanism 9b shown in FIG. 2 includes a sun gear S2, a ring gear R2 disposed concentrically with the sun gear S2, a plurality of inner peripheral side pinion gears P2 meshing with the sun gear S2, an inner peripheral side pinion gear P2, and An outer peripheral side pinion gear P3 that meshes with the ring gear R2 and a carrier C2 that holds the respective pinion gears P2 and P3 so as to rotate and revolve freely. The cylindrical shaft 10 is connected to the sun gear S2, the output shaft 5a of the damper mechanism 5 is connected to the carrier C2, and the second brake mechanism 18 for stopping the rotation of the ring gear R2 is connected to the ring gear R2. Yes. Therefore, the double pinion type planetary gear mechanism 9b shown in FIG. 2 is configured such that the carrier C2 serves as an input element, the ring gear R2 serves as a reaction force element, and the sun gear S2 serves as an output element.

  The operation of the power split device 9 shown in FIG. 2 will be described with reference to the alignment chart shown in FIG. The collinear chart shown in FIG. 3 is a combination of a single pinion type planetary gear mechanism 9a and a double pinion type planetary gear mechanism 9b. The members S1, C1, R1 in the single pinion type planetary gear mechanism 9a are shown in the figure. Each member S2, R2, C2 in the double pinion type planetary gear mechanism 9b is shown in the lower part of the figure. 2 and 3, since the sun gear S1 in the single pinion type planetary gear mechanism 9a and the sun gear S2 in the double pinion type planetary gear mechanism 9b are connected via the cylindrical shaft 10, these sun gears S1, S2 Are the same number of revolutions. Further, since the carrier C1 in the single pinion type planetary gear mechanism 9a and the carrier C1 in the double pinion type planetary gear mechanism 9b are connected, the carriers C1 and C2 have the same rotational speed. Since the first brake mechanism 17 is connected to the cylindrical shaft 10 as shown in FIG. 2, when the first brake mechanism 17 is engaged, the rotational speeds of the sun gears S1 and S2 become 0 (zero). . In FIG. 3, the rotation speed of each member when the first brake mechanism 17 is engaged is indicated by a solid line. When the second brake mechanism 18 is engaged, the rotational speed of the ring gear R2 in the double pinion planetary gear mechanism 9b is 0 (zero). That is, the first motor / generator 2 rotates backward while idling. In FIG. 3, the rotational speed of each member when the second brake mechanism 18 is engaged is indicated by a broken line.

  As shown in FIG. 3, when the vehicle speed increases, that is, when the rotation speed of the ring gear R1 in the single pinion type planetary gear mechanism 9a increases and the rotation speed of the first motor / generator 2 becomes 0 (zero), The first brake mechanism 17 is engaged, and the second brake mechanism 18 is engaged when the vehicle speed further increases and the first motor / generator 2 rotates in the reverse direction, that is, when the overdrive state occurs. As a result, when any one of the brake mechanisms 17 and 18 is engaged, the brake mechanisms 17 and 18 function as a reaction force, so that the first motor / generator 2 is not energized and the speed ratio is maintained. can do. Therefore, it is possible to suppress or prevent so-called power circulation.

  The brake mechanisms 17 and 18 shown in FIG. 2 are arranged side by side along the axial direction, and the brake mechanisms 17 and 18 are driven by the same actuator 19 such as an electric motor. That is, the brake mechanisms 17 and 18 are connected to the output shaft 19a of the actuator 19 arranged in parallel with the output shaft 5a of the damper mechanism 5, and the brake mechanism is controlled by controlling the rotation angle of the actuator 19. 17 and 18 are configured to control engagement / release. In the example shown in FIG. 2, a parking lock mechanism 20 that stops the rotation of the output shaft 3 c of the second motor / generator 3 is provided on the output shaft 19 a of the actuator 19 in addition to the brake mechanisms 17 and 18. Yes. Therefore, the actuator 19 is configured to control the engagement / release of the brake mechanisms 17, 18 and the parking lock mechanism 20.

  Here, the structure of each brake mechanism 17 and 18 shown in FIG. 2 is demonstrated. FIG. 1 shows an arrow view from the side of a vehicle in the power transmission device, and shows a first brake mechanism 17. In addition, the 1st brake mechanism 17 and the 2nd brake mechanism 18 are arrange | positioned along with the axial direction, Therefore, only the 1st brake mechanism 17 is shown by FIG. The first brake mechanism 17 shown in FIG. 1 includes a cam 21 provided on the output shaft 19a of the actuator 19 and a plane that is pressed by the rotation of the cam 21 and is perpendicular to the rotation center of the output shaft 19a. And a lock pole 22 that rotates at the same time. The lock pole 22 is rotatably held at a substantially central portion in the longitudinal direction by a case or the like, and is configured such that one end thereof rotates while being pressed by a cam.

  On the other hand, a lock gear 23 is formed integrally with the cylindrical shaft 10 connected to the sun gears S1 and S2. That is, the lock gear 23 having a plurality of recesses formed in the outer circumferential surface in the circumferential direction is formed so as to rotate integrally with the cylindrical shaft 10. A convex portion 22 a that fits into the concave portion of the lock gear 23 is formed at the other end portion of the lock pole 22. Therefore, by rotating the lock pole 22, the convex portion 22a formed on the lock pole 22 and the concave portion formed on the lock gear 23 are fitted, and the rotation of the lock gear 23 is stopped.

  Similar to the first brake mechanism 17, a second brake mechanism 18 is configured. Specifically, a cam is provided on the output shaft 19a of the actuator 19, and the lock pole is rotated on a plane perpendicular to the rotation center of the output shaft 19a when the cam is rotated. It is configured. And the lock pole in the 2nd brake mechanism 18 is also hold | maintained rotatably by the case etc. at the substantially center part in the longitudinal direction similarly to the lock pole in the 1st brake mechanism 17, The one edge part is pressed by the cam. It is comprised so that it may rotate. Further, the second brake mechanism 18 is configured to engage with a plurality of recesses formed in the circumferential direction on the outer peripheral surface of the ring gear R2 to stop the rotation of the ring gear R2, and One end is pressed by a cam and rotated so that a convex formed on the other end is fitted with a concave formed on the ring gear R2. The cam in the second brake mechanism 18 is arranged side by side along the axial direction of the output shaft 19a with respect to the cam in the first brake mechanism 17, and the mounting angle is different from the cam 21 in the first brake mechanism 17. Yes. That is, when the first brake mechanism 17 is engaged, the second brake mechanism 18 is released, and when the second brake mechanism 18 is engaged, the first brake mechanism 17 is released. As can be seen, the mounting cam of each cam is shifted.

  Further, the parking lock mechanism 20 is configured similarly to the first brake mechanism 17. Specifically, a cam is provided on the output shaft 19a of the actuator 19, and the lock pole is rotated on a plane perpendicular to the rotation center of the output shaft 19a when the cam is rotated. It is configured. And the substantially center part in the longitudinal direction of a lock pole is rotatably hold | maintained with a case etc., The one edge part is comprised so that it may be rotated by the cam. The parking lock mechanism 20 is engaged with a lock gear 24 formed integrally with the output shaft 3c of the second motor / generator 3, that is, a plurality of recesses formed on the outer peripheral surface of the lock gear 24 in the circumferential direction. And the rotation of the lock gear 24 is stopped, and one end of the lock pole is pressed by a cam and rotated so that a convex portion formed on the other end is , And is configured to fit into a recess formed in the lock gear 24. The cam in the parking lock mechanism 20 is arranged along the axial direction of the output shaft 19a with respect to the cam 21 in the first brake mechanism 17 and the cam in the second brake mechanism 18, and the mounting angle is the first brake. This is different from the cam 21 in the mechanism 17 and the cam in the second brake mechanism 18. That is, when either the first brake mechanism 17 or the second brake mechanism 18 is engaged, the parking lock mechanism 20 is released, and on the contrary, when the parking lock mechanism 20 is engaged. The cams of the cams are displaced so that both the first brake mechanism 17 and the second brake mechanism 18 are released.

  In the example shown in FIG. 2, the cam 21 in the first brake mechanism 17, the cam in the second brake mechanism 18, and the cam in the parking lock mechanism 20 are arranged in this order along the axial direction of the actuator 19. This is because the arrangement of the cams is determined according to the arrangement of the double pinion planetary gear mechanism 9b and the second motor / generator 3, and the order in which the cams are arranged is not particularly limited.

  Here, the positional relationship between the rotary shafts 5a, 3c, 4 will be described. As shown in FIG. 1, the rotation center of the output shaft 1a of the engine 1, that is, the output shaft 5a of the damper mechanism 5 or the rotation center of the cylindrical shaft 10 is arranged below the side member 25 in the vertical direction. Note that the side member is a strength member disposed in the front-rear direction on the side surface side of the vehicle Ve, and is disposed above the drive wheels. Further, the output shaft 3c of the second motor generator 3 is disposed above the output shaft 1a of the engine 1 in the vertical direction, and the rotational shaft of the differential 14 is located below the output shaft 1a of the engine 1 in the vertical direction. A drive shaft 4 is arranged. Furthermore, in the front-rear direction of the vehicle Ve, the shafts 1a, 3c, 4 are arranged in the order of the output shaft 1a of the engine 1, the output shaft 3c of the second motor / generator 3, and the drive shaft 4 from the front. Also, as described above, the brake mechanisms 17 and 18 for stopping the lock gear 23 and the ring gear R2 arranged concentrically with the output shaft 1a of the engine 1 and the rotation of the output shaft 3c of the second motor / generator 3 are stopped. Since the parking lock mechanism 20 to be controlled is controlled by the same actuator 19, the output shaft 19a of the actuator 19 is between the output shaft 1a of the engine 1 and the output shaft 3c of the second motor / generator 3 in the vertical direction. Has been placed. More preferably, the output shaft 19a of the actuator 19 is disposed between the output shaft 1a of the engine 1 and the live shaft 4 in the longitudinal direction of the vehicle Ve. Further, the output shaft 19 a of the actuator 19 is disposed below the side member 25 in the vertical direction so that the actuator 19 does not interfere with the side member 25.

  As described above, the cam 21 in the first brake mechanism 17, the cam in the second brake mechanism 18, and the cam in the parking lock mechanism 20 can be driven by the same actuator 19. Therefore, it is possible to improve the mountability on the vehicle Ve without separately providing the actuators 19 for driving the respective cams. Further, by arranging the output shaft 19a of the actuator 19 between the output shaft 1a of the engine 1 and the output shaft 3c of the second motor / generator 3, the output shaft 19a of the actuator 19 and the lock gears 23 and 24 and the ring gear R2 are connected. Since the distance can be shortened, each lock pole can be miniaturized. As a result, the brake mechanisms 17 and 18 and the parking lock mechanism 20 can be reduced in size, and the onboard performance of the power train having the brake mechanisms 17 and 18 and the parking lock mechanism 20 can be improved. Furthermore, by arranging the output shaft 19a of the actuator 19 below the side member 25 in the vertical direction, the actuator 19 can be arranged without changing the existing platform.

  The power transmission device according to the present invention includes a brake mechanism arranged coaxially with the output shaft 1a of the engine 1, and a parking lock mechanism arranged parallel to the output shaft 1a and maintaining the vehicle stopped. Therefore, it is sufficient that either the first brake mechanism or the second brake mechanism is provided. Further, the parking lock mechanism is not limited to the one provided on the output shaft 3 c of the second motor / generator 3. For example, the parking lock mechanism may be provided on the counter shaft 13. Further, in the above-described example, the cam 21 presses one end portion of the lock pole 22 and the convex portion 22a is formed on the other end portion. The place where the protrusion 22 a is formed on the lock pole 22 may be the same place in the longitudinal direction of the lock pole 22. Further, the lock pole 22 is not limited to the center portion in the longitudinal direction as the center of rotation, and may have a configuration in which any one end portion is the center of rotation. The brake mechanism according to the present invention is not limited to a member that rotates such as a lock pole, and, for example, a cam rotates, as long as it can be engaged with a rotating member whose rotation is to be stopped. Accordingly, a member capable of moving back and forth in the radial direction of the cam may be configured to be locked to the rotating member.

  Here, the configuration of each cam will be specifically described. The cams in the first brake mechanism 17, the second brake mechanism 18, and the parking lock mechanism 20 can have the same shape. Therefore, in the following description, the cam 21 in the first brake mechanism 17 is taken as an example. I will explain. FIG. 4 is a schematic diagram for explaining the configuration of the cam 21 in the first brake mechanism 17. The cam 21 shown in FIG. 4 is a member formed in a substantially elliptical shape. The cam 21 has an output shaft 19a of the actuator 19, a shaft member 26 (to be described later), and a gap 29 in which springs 27 and 28 are accommodated. Is formed. The output shaft 19a of the actuator 19 is inserted into the gap 29 so as to be relatively rotatable. Further, when the first brake mechanism 17 is engaged, the recess 30 is formed on the outer peripheral surface of the output shaft 19a on a straight line passing through the position where the outer peripheral surface of the cam 21 and the lock pole 22 are in contact with the rotation center of the output shaft 19a. And one end of a shaft-like member (hereinafter referred to as a shaft member 26) is fitted in the recess 30 so as to be movable in the radial direction of the output shaft 19a. .

  The shaft member 26 is configured such that when the output shaft 19a rotates in one direction, the shaft member 26 and the inner wall surface 29a of the gap 29 formed in the cam 21 come into contact with each other to transmit power to the cam 21. Has been. In other words, the inner wall surface 29 a of the gap 29 is formed in parallel with the side wall surface 26 a of the shaft member 26. Further, the inner wall surface 29b on the outer peripheral side of the gap 29 in the radial direction is formed to be inclined in the circumferential direction, and the end surface 26b of the shaft member 26 facing the inner wall surface 29b is substantially equal to the inclination angle of the inner wall surface 29b. Inclined to have the same inclination angle. Specifically, when the shaft member 26 is rotated in a direction away from the side wall surface 29a of the gap 29, the end surface 26b of the shaft member 26 and the inner wall surface 29b on the outer peripheral side of the gap 29 are in contact with each other. The surfaces 26b and 29b are formed to be inclined.

  On the other hand, a spring 27 is provided between the bottom surface of the recess 30 formed in the output shaft 19a and the end surface of the shaft member 26 facing the bottom surface of the recess 30 to press the shaft member 26 outward in the radial direction. ing. Therefore, when the shaft member 26 rotates in a direction away from the side wall surface 29 a of the gap 29, the end surface of the shaft member 26 presses the inner wall surface 29 b on the outer peripheral side of the gap 29, and the cam 21 and the shaft member 26 are Rotate relatively.

  A gap 29 is formed so that the shaft member 26 can rotate in a direction away from the side wall surface 29 a of the gap 29, and the shaft member 26 is pressed against the side wall surface 29 a in the gap 29. A spring 28 is provided. When the shaft member 26 rotates in a direction away from the side wall surface 29a of the gap 29, the spring 28 contracts to load the cam 21 so that the phases of the cam 21 and the shaft member 26 are matched. Is to act.

  Next, the operation of the cam 21 shown in FIG. 4 will be described. FIG. 5A shows the released state of the first brake mechanism 17. When the first brake mechanism 17 is in the released state, the actuator 19 rotates so that the distance from the rotation center of the cam 21 to the outer peripheral surface in contact with the lock pole 22 is shortened. At that time, since no load is applied to the lock pole 22, the cam 21 and the output shaft 19 a are substantially integrated without applying a large frictional force to the lock pole 22 and the outer peripheral surface of the cam 21. To turn.

  Next, from the state of FIG. 5A, the output shaft 19 a is rotated so as to engage the lock pole 22, that is, the output shaft 19 a is rotated in a direction in which the shaft member 26 is separated from the side wall surface 29 a of the gap 29. Then, the force for rotating the shaft member 26 is transmitted to the cam 21 via the spring 28 and the cam 21 rotates. As a result, the distance from the rotation center of the cam 21 to the outer peripheral surface in contact with the lock pole 22 gradually increases, so that the lock pole 22 is pressed by the cam 21 and rotates. When the rotation angle of the cam 21 is increased, the convex portion 22a of the lock pole 22 and the concave portion 23a of the lock gear 23 are engaged as shown in FIG. In addition, when the convex part 22a of the lock pole 22 and the concave part 23a of the lock gear 23 are engaged, the shaft member is linearly passed through the outer peripheral surface of the cam 21 in contact with the lock pole 22 and the rotation center of the cam 21. The output shaft 19a rotates until 26 is positioned.

  On the other hand, when the convex portion 22a of the lock pole 22 and the concave portion 23a of the lock gear 23 are engaged, the shaft member is linearly passed through the outer peripheral surface of the cam 21 in contact with the lock pole 22 and the rotation center of the cam 21. Even when the output shaft 19a rotates until the position 26 is located, if the convex portion 22a of the lock pole 22 comes into contact with the convex portion 23b of the lock gear 23, the cam 21 cannot rotate. The state, that is, the engagement standby state is shown in FIG. As shown in FIG. 5B, even if the output shaft 19a is rotated to a predetermined position, the shaft member 26 presses the spring 28 if the cam 21 is not rotated or cannot be rotated. Then, a load in a rotating direction continues to act on the cam 21. Therefore, when the lock gear 23 rotates slightly and the positions of the concave portion 23a of the lock gear 23 and the convex portion 22a of the lock pole 22 coincide with each other, the cam 21 rotates to engage the first brake mechanism 19.

  By configuring the cam 21 as described above, the shaft member 26 and the springs 27 and 28 can be disposed within the thickness range of the cam 21, so that the axial width of the cam 21 can be shortened. It is possible to improve the mountability of the cam 21. Further, when the output shaft 19a rotates in one direction, the cam 21 is pressed and rotated by the shaft member 26 that rotates integrally with the output shaft 19a, so that the lock pole 22 and the outer peripheral surface of the cam 21 are rotated. Even when the frictional force is large, the output shaft 19a and the cam 21 can be rotated together. Therefore, when the output shaft 19a is rotated from the state shown in FIG. 5C to the state shown in FIG. 5A, the cam 21 can be reliably rotated. Further, a spring 27 is provided between the shaft member 26 and the output shaft 19a, and the end surface 26b of the shaft member 26 and the inner wall surface 29b on the outer peripheral side of the air gap 29 are formed to be inclined. Even when the convex portion 22 a formed on 22 receives a load in a direction away from the concave portion 23 a formed on the lock gear 23, the cam 21 is in contact with the cam member 21 due to the contact between the cam 21 and the shaft member 26. Rotation can be suppressed or prevented. That is, by causing the inclined surfaces 26b and 29b opposed to each other to function as engaging members, it is possible to prevent the first brake mechanism 17 from being released even when a load caused by vibration or the like acts on the lock pole 22. Can be prevented.

  When the cam 21 shown in FIGS. 4 and 5 is employed in the first brake mechanism 17, the second brake mechanism 18, and the parking lock mechanism 20, first, when the actuator 19 rotates by a predetermined angle, the first brake When the mechanism 17 is engaged and the actuator 19 is rotated by a predetermined angle in the same direction, after the first brake mechanism 17 is released, the second brake mechanism 18 is engaged, and on the contrary, the first brake is engaged. When the actuator 19 is rotated by a predetermined angle in the reverse direction from the state in which the mechanism 17 is engaged, each cam is attached so that the parking lock mechanism 20 is engaged after the first brake mechanism 17 is released. The angle should be determined. When attached to each cam as described above, the engagement and release of the brake mechanisms 17 and 18 and the parking lock mechanism 20 can be controlled by detecting the rotation angle of the actuator 19.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 1a, 19a ... Output shaft of actuator, 2 ... 1st motor generator, 3 ... 2nd motor generator, 4 ... Drive shaft, 9 ... Power split device, 9a ... Single pinion type planetary gear mechanism 9b: Double pinion type planetary gear mechanism, 13 ... Counter shaft, 15 ... Final gear, 17 ... First brake mechanism, 18 ... Second brake mechanism, 19 ... Actuator, 20 ... Parking lock mechanism, 21 ... Cam, 25 ... Side member 26 ... Shaft member 27, 28 ... Spring, Ve ... Vehicle.

Claims (4)

A power split device having a first rotating element connected to the internal combustion engine, a second rotating element connected to the first motor / generator, and a third rotating element for outputting power to an output member of the vehicle, and an output of the internal combustion engine In a power transmission device for a hybrid vehicle comprising: another shaft having a gear arranged parallel to the shaft and coupled to an output member of the vehicle;
At least one of a first brake mechanism that is arranged coaxially with the output shaft and that engages when the first motor / generator is subjected to power running control, and stops the rotation of the first motor / generator. One brake mechanism,
A parking lock mechanism for maintaining a state in which the rotation of the other shaft is stopped;
An actuator for controlling respective engagement and release of the brake mechanism and the parking lock mechanism;
A power transmission device for a hybrid vehicle, comprising: an output shaft of the actuator disposed between the output shaft and the other shaft in a vertical direction. The vehicle has a side member that is a strength member disposed in the front-rear direction on the side surface side of the vehicle,
2. The power transmission device for a hybrid vehicle according to claim 1, wherein an output shaft of the actuator is disposed below the side member in the vertical direction.   The brake mechanism and the parking lock mechanism are configured such that the output shaft of the actuator is inserted and a cam provided so as to be able to transmit power to the output shaft, and the output shaft of the actuator rotates in one. A pressing member housed in the cam so as to press the cam when rotated in the direction of rotation, and a direction in which the cam is rotated by being pressed by the pressing member when the output shaft of the actuator rotates in the other direction. The power transmission device for a hybrid vehicle according to claim 1, further comprising: an elastic member accommodated in the cam so that an elastic force is applied to the cam.   The brake mechanism and the parking lock mechanism include another elastic member housed in the cam so as to press the pressing member outward in the radial direction of the output shaft of the actuator, an end surface of the pressing member, The power transmission device for a hybrid vehicle according to claim 3, further comprising an engaging portion formed by inclining an inner wall surface of the cam facing the end surface.

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