JP2013220803A - Driving device of hybrid vehicle - Google Patents

Driving device of hybrid vehicle Download PDF

Info

Publication number
JP2013220803A
JP2013220803A JP2012095555A JP2012095555A JP2013220803A JP 2013220803 A JP2013220803 A JP 2013220803A JP 2012095555 A JP2012095555 A JP 2012095555A JP 2012095555 A JP2012095555 A JP 2012095555A JP 2013220803 A JP2013220803 A JP 2013220803A
Authority
JP
Japan
Prior art keywords
shaft
inner peripheral
peripheral shaft
hybrid vehicle
outer peripheral
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2012095555A
Other languages
Japanese (ja)
Other versions
JP5850334B2 (en
Inventor
Hiroshi Okada
弘 岡田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to JP2012095555A priority Critical patent/JP5850334B2/en
Publication of JP2013220803A publication Critical patent/JP2013220803A/en
Application granted granted Critical
Publication of JP5850334B2 publication Critical patent/JP5850334B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

PROBLEM TO BE SOLVED: To save cost and reduce power transmission loss by reducing the number of part items of a driving system of a hybrid vehicle.SOLUTION: A driving device of a hybrid vehicle includes: an engine 10 as a power source of a vehicle; a first and a second MGs (motor generators) 11 and 12; an input shaft 14 connected to the engine 10; an MG shaft 17 including a hollow outer peripheral shaft 16 connected to the second MG 12 around an inner peripheral shaft 15 connected to the first MG 11; and an output shaft 22 connected to the outer peripheral shaft 16 via an output-side gear mechanism 21. Between the input shaft 14 and the inner peripheral shaft 15, an input-side gear mechanism 18 is arranged, which is configured to rotate the inner peripheral shaft 15 in a direction opposite to the rotation of the input shaft 14 and to increase the rotation speed of the inner peripheral shaft 15 with respect to the rotation of the input shaft 14. In an inner peripheral part of an idle gear 20 of the input-side gear mechanism 18, a clutch 25 for transmitting/cutting off power between the inner peripheral shaft 15 and the outer peripheral shaft 16 is arranged.

Description

本発明は、車両の動力源として内燃機関とモータジェネレータとを搭載したハイブリッド車の駆動装置に関する発明である。   The present invention relates to a drive device for a hybrid vehicle equipped with an internal combustion engine and a motor generator as a power source for the vehicle.

近年、低燃費、低排気エミッションの社会的要請から車両の動力源として内燃機関（エンジン）とモータジェネレータとを搭載したハイブリッド車が注目されている。このようなハイブリッド車の駆動装置としては、例えば、特許文献１（特開２０１１−２３０６５０号公報）に記載されているように、内燃機関に接続された第１の軸と、第１の電動機に接続された内周軸の周りに第２の電動機に接続された中空の外周軸が配置された第２の軸と、外周軸に伝達機構を介して接続され且つ第１及び第２の軸と平行に配置された第３の軸とを備え、第１の軸と内周軸との間に、内周軸が第１の軸と同一方向に回転するように且つ第１の軸に対して増速するように構成された増速機構を設けると共に、第１の電動機の回転子と第２の電動機の回転子のうちの少なくとも一方の内周部に、内周軸と第３の軸との間の動力伝達を許容又は禁止するクラッチを設けるようにしたものがある。   In recent years, a hybrid vehicle equipped with an internal combustion engine (engine) and a motor generator as a power source of the vehicle has attracted attention because of social demands for low fuel consumption and low exhaust emissions. As a drive device for such a hybrid vehicle, for example, as described in Patent Document 1 (Japanese Unexamined Patent Publication No. 2011-230650), a first shaft connected to an internal combustion engine and a first electric motor are used. A second shaft in which a hollow outer peripheral shaft connected to a second electric motor is arranged around a connected inner peripheral shaft, and the first and second shafts connected to the outer peripheral shaft via a transmission mechanism; A third axis arranged in parallel, and between the first axis and the inner peripheral axis, the inner peripheral axis rotates in the same direction as the first axis and with respect to the first axis A speed increasing mechanism configured to increase the speed is provided, and an inner peripheral shaft and a third shaft are provided on an inner peripheral portion of at least one of the rotor of the first motor and the rotor of the second motor. There is a clutch provided to allow or prohibit power transmission between the two.

特開２０１１−２３０６５０号公報JP 2011-230650 A

しかし、上記特許文献１の技術では、第１の軸と同一方向に内周軸を回転させるために、増速機構を構成するギヤ列の駆動ギヤと従動ギヤとの間に中間ギヤを設ける必要があるため、増速機構の部品点数が増加してコスト高になる共に、ギヤの噛み合い箇所が増加して動力伝達損失が増大するという欠点がある。   However, in the technique of the above-mentioned Patent Document 1, it is necessary to provide an intermediate gear between the drive gear and the driven gear of the gear train constituting the speed increasing mechanism in order to rotate the inner peripheral shaft in the same direction as the first shaft. Therefore, there are disadvantages that the number of parts of the speed increasing mechanism is increased and the cost is increased, and the number of gear meshing points is increased and the power transmission loss is increased.

そこで、本発明が解決しようとする課題は、増速機構の部品点数を削減して低コスト化すると共に動力伝達損失を減少させることができるハイブリッド車の駆動装置を提供することにある。   Accordingly, an object of the present invention is to provide a hybrid vehicle drive device capable of reducing the number of parts of the speed increasing mechanism to reduce the cost and reducing the power transmission loss.

上記課題を解決するために、請求項１に係る発明は、車両の動力源である内燃機関（１０）と第１のモータジェネレータ（１１）及び第２のモータジェネレータ（１２）と、内燃機関（１０）に接続された第１の軸（１４）と、第１のモータジェネレータ（１１）に接続された内周軸（１５）と第２のモータジェネレータ（１２）に接続され且つ内周軸（１５）の周りに配置された中空の外周軸（１６）とを有する第２の軸（１７）と、外周軸（１６）に伝達機構（２１）を介して接続され且つ第１の軸（１４）及び第２の軸（１７）と平行に配置された第３の軸（２２）とを備えたハイブリッド車の駆動装置において、第１の軸（１４）と内周軸（１５）との間に配置されて第１の軸（１４）の回転と反対方向に内周軸（１５）を回転させると共に第１の軸（１４）の回転に対して内周軸（１５）の回転を増速させるように構成された増速機構（１８）と、内周軸（１５）と外周軸（１６）との間の動力伝達を断続するクラッチ（２５，２７，２８）とを備えた構成としたものである。   In order to solve the above-mentioned problems, an invention according to claim 1 is directed to an internal combustion engine (10), a first motor generator (11), a second motor generator (12), and an internal combustion engine ( 10) connected to the first shaft (14), the inner peripheral shaft (15) connected to the first motor generator (11), the second motor generator (12) and the inner peripheral shaft ( 15) having a hollow outer peripheral shaft (16) disposed around the second shaft (17), and connected to the outer peripheral shaft (16) via a transmission mechanism (21) and the first shaft (14) ) And a third shaft (22) arranged in parallel with the second shaft (17), the hybrid vehicle drive device includes a first shaft (14) and an inner peripheral shaft (15). The inner shaft (15) is rotated in the opposite direction to the rotation of the first shaft (14). A speed increasing mechanism (18) configured to increase the rotation of the inner peripheral shaft (15) relative to the rotation of the first shaft (14), and the inner peripheral shaft (15) and the outer peripheral shaft (16). And a clutch (25, 27, 28) for intermittently transmitting and receiving power.

本発明では、第１の軸の回転と反対方向に内周軸を回転させるように増速機構を構成しているため、増速機構を構成するギヤ列の駆動ギヤと従動ギヤとの間に中間ギヤを設ける必要がない。これにより、増速機構の部品点数を削減して低コスト化することができると共に、ギヤの噛み合い箇所が減少して動力伝達損失を減少させることができる。   In the present invention, the speed increasing mechanism is configured to rotate the inner peripheral shaft in the direction opposite to the rotation of the first shaft, and therefore, between the drive gear and the driven gear of the gear train constituting the speed increasing mechanism. There is no need to provide an intermediate gear. As a result, the number of parts of the speed increasing mechanism can be reduced and the cost can be reduced, and the number of gear meshing positions can be reduced to reduce power transmission loss.

また、クラッチを締結することで内周軸と外周軸とを一体的に回転させることができるため、車両の走行中に内周軸と外周軸とが相対回転してフリクションが増加することを防止することができる。更に、増速機構により第１の軸の回転に対して内周軸の回転を増速させることができるため、第１のモータジェネレータや第２のモータジェネレータを高回転で回すことが可能となり、第１のモータジェネレータや第２のモータジェネレータを小型化することができる。   In addition, since the inner and outer shafts can be rotated together by engaging the clutch, it is possible to prevent the inner and outer shafts from rotating relative to each other while the vehicle is running, thereby increasing friction. can do. Further, since the speed increasing mechanism can increase the rotation of the inner peripheral shaft with respect to the rotation of the first shaft, the first motor generator and the second motor generator can be rotated at a high speed. The first motor generator and the second motor generator can be reduced in size.

図１は本発明の実施例１におけるハイブリッド車の駆動システムの概略構成を示す図である。FIG. 1 is a diagram showing a schematic configuration of a drive system for a hybrid vehicle in Embodiment 1 of the present invention. 図２は実施例２のハイブリッド車の駆動システムの概略構成を示す図である。FIG. 2 is a diagram illustrating a schematic configuration of a hybrid vehicle drive system according to the second embodiment. 図３は実施例３のハイブリッド車の駆動システムの概略構成を示す図である。FIG. 3 is a diagram showing a schematic configuration of a hybrid vehicle drive system according to the third embodiment.

以下、本発明を実施するための形態を具体化した幾つかの実施例を説明する。   Hereinafter, some embodiments embodying the mode for carrying out the present invention will be described.

本発明の実施例１を図１に基づいて説明する。
車両の動力源として内燃機関であるエンジン１０と第１のモータジェネレータ（以下「第１のＭＧ」と表記する）１１と第２のモータジェネレータ（以下「第２のＭＧ」と表記する）１２とが搭載されている。第１及び第２のＭＧ１１，１２は、インバータ（図示せず）を介してバッテリ（図示せず）に接続され、第１及び第２のＭＧ１１，１２がインバータを介してバッテリと電力を授受するようになっている。 A first embodiment of the present invention will be described with reference to FIG.
As a power source of the vehicle, an engine 10 that is an internal combustion engine, a first motor generator (hereinafter referred to as “first MG”) 11, and a second motor generator (hereinafter referred to as “second MG”) 12, Is installed. The first and second MGs 11 and 12 are connected to a battery (not shown) via an inverter (not shown), and the first and second MGs 11 and 12 exchange electric power with the battery via the inverter. It is like that.

エンジン１０の出力軸（クランク軸）には、フライホイール１３等を介して入力軸１４（第１の軸）が接続されている。また、第１のＭＧ１１と第２のＭＧ１２は、軸方向に並べて配置され、第１のＭＧ１１の回転軸には、内周軸１５が接続され、第２のＭＧ１２の回転軸には、内周軸１５の周りに配置された中空の外周軸１６が接続されている。これらの内周軸１５と外周軸１６によりＭＧ軸１７（第２の軸）が構成されている。   An input shaft 14 (first shaft) is connected to the output shaft (crank shaft) of the engine 10 via a flywheel 13 or the like. Further, the first MG 11 and the second MG 12 are arranged side by side in the axial direction, the inner peripheral shaft 15 is connected to the rotating shaft of the first MG 11, and the inner peripheral shaft is connected to the rotating shaft of the second MG 12. A hollow outer peripheral shaft 16 disposed around the shaft 15 is connected. These inner peripheral shaft 15 and outer peripheral shaft 16 constitute an MG shaft 17 (second shaft).

入力軸１４とＭＧ軸１７（内周軸１５及び外周軸１６）は、平行に配置され、入力軸１４と内周軸１５との間には、入力側ギヤ機構１８（増速機構）が配置されている。この入力側ギヤ機構１８には、入力軸１４に接続された駆動ギヤ１９と、内周軸１５に接続された従動ギヤ２０（伝達要素）とが噛み合うように設けられている。   The input shaft 14 and the MG shaft 17 (inner peripheral shaft 15 and outer peripheral shaft 16) are disposed in parallel, and an input side gear mechanism 18 (speed increasing mechanism) is disposed between the input shaft 14 and the inner peripheral shaft 15. Has been. The input gear mechanism 18 is provided so that a drive gear 19 connected to the input shaft 14 and a driven gear 20 (transmission element) connected to the inner peripheral shaft 15 are engaged with each other.

入力側ギヤ機構１８は、これらの偶数枚（本実施例では２枚）のカウンタギヤ列（駆動ギヤ１９と従動ギヤ２０）で構成することで、入力軸１４の回転と反対方向に内周軸１５を回転させるように構成されている。更に、入力側ギヤ機構１８は、ギヤ比（＝従動ギヤ２０の歯数／駆動ギヤ１９の歯数）を「１」よりも小さい値に設定することで、入力軸１４の回転に対して内周軸１５の回転を増速させるように構成されている。   The input-side gear mechanism 18 is composed of an even number (two in this embodiment) of counter gear trains (a driving gear 19 and a driven gear 20), so that the inner peripheral shaft extends in the direction opposite to the rotation of the input shaft 14. 15 is configured to rotate. Further, the input side gear mechanism 18 sets the gear ratio (= the number of teeth of the driven gear 20 / the number of teeth of the drive gear 19) to a value smaller than “1”, thereby preventing the input side gear mechanism 18 from rotating. The rotation of the peripheral shaft 15 is configured to be accelerated.

一方、外周軸１６には、出力側ギヤ機構２１（伝達機構）を介して出力軸２２（第３の軸）が接続され、この出力軸２２の動力が、ファイナルギヤ、デファレンシャルギヤ、車軸等（いずれも図示せず）を介して車輪（図示せず）に伝達される。出力軸２２は、入力軸１４及びＭＧ軸１７と平行に配置されている。出力側ギヤ機構２１には、外周軸１６に連結された駆動ギヤ２３（伝達要素）と、出力軸２２に連結された従動ギヤ２４とが噛み合うように設けられている。   On the other hand, an output shaft 22 (third shaft) is connected to the outer peripheral shaft 16 via an output side gear mechanism 21 (transmission mechanism), and the power of the output shaft 22 is used as a final gear, a differential gear, an axle or the like ( Both are transmitted to wheels (not shown) via not shown. The output shaft 22 is disposed in parallel with the input shaft 14 and the MG shaft 17. The output gear mechanism 21 is provided so that a drive gear 23 (transmission element) connected to the outer peripheral shaft 16 and a driven gear 24 connected to the output shaft 22 are engaged with each other.

また、入力側ギヤ機構１８の従動ギヤ２０の内周部には、内周軸１５と外周軸１６との間の動力伝達を断続するクラッチ２５が設けられている。このクラッチ２５は、油圧駆動式の油圧クラッチであっても良いし、電磁駆動式の電磁クラッチであっても良い。   In addition, a clutch 25 that interrupts power transmission between the inner peripheral shaft 15 and the outer peripheral shaft 16 is provided on the inner peripheral portion of the driven gear 20 of the input side gear mechanism 18. The clutch 25 may be a hydraulically driven hydraulic clutch or an electromagnetically driven electromagnetic clutch.

このクラッチ２５を締結することで、内周軸１５と外周軸１６とが一体的に回転可能な状態になって、第１のＭＧ１１と第２のＭＧ１２とが一体的に回転可能な状態になる。この場合、エンジン１０と第１のＭＧ１１は、入力軸１４と入力側ギヤ機構１８と内周軸１５を介して動力伝達可能に接続されているため、エンジン１０と第１のＭＧ１１と第２のＭＧ１２とが動力伝達可能に接続されることになる。   By engaging the clutch 25, the inner peripheral shaft 15 and the outer peripheral shaft 16 become rotatable in an integrated manner, and the first MG 11 and the second MG 12 become rotatable in an integrated manner. . In this case, since the engine 10 and the first MG 11 are connected so as to be able to transmit power via the input shaft 14, the input side gear mechanism 18, and the inner peripheral shaft 15, the engine 10, the first MG 11, and the second MG 11 are connected. The MG 12 is connected to be able to transmit power.

一方、クラッチ２５を解放することで、内周軸１５と外周軸１６が切り離されて、第１のＭＧ１１と第２のＭＧ１２が切り離される。この場合、エンジン１０と第１のＭＧ１１は、動力伝達可能に接続されているが、エンジン１０と第２のＭＧ１２が切り離されることになる。   On the other hand, by releasing the clutch 25, the inner peripheral shaft 15 and the outer peripheral shaft 16 are disconnected, and the first MG 11 and the second MG 12 are disconnected. In this case, the engine 10 and the first MG 11 are connected so as to be able to transmit power, but the engine 10 and the second MG 12 are disconnected.

ＥＣＵ２６（電子制御ユニット）は、マイクロコンピュータを主体として構成され、車両の運転状態等に応じて、エンジン１０、ＭＧ１１，１２、クラッチ２５等を制御する。
例えば、エンジン１０の動力で車輪を駆動して車両を走行させるエンジン走行時には、クラッチ２５を締結する。これにより、エンジン１０のトルクが、入力軸１４→入力側ギヤ機構１８→内周軸１５（→第１のＭＧ１１）→外周軸１６（→第２のＭＧ１２）→出力側ギヤ機構２１→出力軸２２へと伝達されて、車輪が駆動される。この際、第１のＭＧ１１や第２のＭＧ１２で車輪の駆動をアシストしたり、或は、第１のＭＧ１１や第２のＭＧ１２で発電したりしても良い。 The ECU 26 (electronic control unit) is configured mainly with a microcomputer, and controls the engine 10, the MGs 11, 12, the clutch 25, and the like according to the driving state of the vehicle.
For example, the clutch 25 is engaged when the engine travels by driving wheels with the power of the engine 10 to travel the vehicle. Thereby, the torque of the engine 10 is changed from the input shaft 14 → the input side gear mechanism 18 → the inner peripheral shaft 15 (→ first MG11) → the outer peripheral shaft 16 (→ second MG12) → the output side gear mechanism 21 → the output shaft. 22 is transmitted to drive the wheel. At this time, driving of the wheel may be assisted by the first MG 11 or the second MG 12, or power may be generated by the first MG 11 or the second MG 12.

車両の減速時（例えばアクセルオフ時）には、クラッチ２５を締結状態に維持する。これにより、車輪の動力で第１のＭＧ１１と第２のＭＧ１２の両方を回転駆動して車両の運動エネルギを第１のＭＧ１１と第２のＭＧ１２の両方で電力に変換してバッテリに回収（充電）する減速回生（回生ブレーキ）を行って、大きな制動力を確保する。この際、第１のＭＧ１１と第２のＭＧ１２の両方で減速回生を行う代わりに、クラッチ２５を解放して第２のＭＧ１２のみで減速回生を行うようにしても良く、この場合、クラッチ２５が解放されてエンジン１０と第２のＭＧ１２が切り離された状態になっているため、第２のＭＧ１２と一緒にエンジン１０が回転駆動（連れ回り）される「エンジン１０の引き摺り」が防止されて、減速回生によるエネルギ回収効率が向上する。   When the vehicle is decelerated (for example, when the accelerator is off), the clutch 25 is maintained in the engaged state. As a result, both the first MG 11 and the second MG 12 are rotationally driven by the power of the wheels, and the kinetic energy of the vehicle is converted into electric power by both the first MG 11 and the second MG 12 to be collected (charged). ) To decelerate and regenerate (regenerative braking) to ensure a large braking force. At this time, instead of performing the deceleration regeneration by both the first MG 11 and the second MG 12, the clutch 25 may be released and the deceleration regeneration may be performed only by the second MG 12. Since the engine 10 and the second MG 12 are separated by being released, the “engine 10 dragging” in which the engine 10 is rotationally driven (rotated) together with the second MG 12 is prevented. Energy recovery efficiency by deceleration regeneration is improved.

また、第２のＭＧ１２の動力で車輪を駆動して車両を走行させるＥＶ走行時には、クラッチ２５を解放する。これにより、第２のＭＧ１２のトルクが、外周軸１６→出力側ギヤ機構２１→出力軸２２へと伝達されて、車輪が駆動される。この際、クラッチ２５が解放されてエンジン１０と第２のＭＧ１２が切り離された状態で、エンジン１０の動力で第１のＭＧ１１を回転駆動して第１のＭＧ１１で発電し、その発電電力を第２のＭＧ１２に供給して第２のＭＧ１２を駆動することで、いわゆるシリーズ走行を行うこともできる。   Further, the clutch 25 is released during EV traveling in which the vehicle is driven by driving the wheels with the power of the second MG 12. As a result, the torque of the second MG 12 is transmitted from the outer peripheral shaft 16 to the output side gear mechanism 21 to the output shaft 22 to drive the wheels. At this time, in a state where the clutch 25 is released and the engine 10 and the second MG 12 are disconnected, the first MG 11 is rotationally driven by the power of the engine 10 to generate power with the first MG 11, and the generated power is The so-called series traveling can be performed by supplying the second MG 12 to the second MG 12 and driving the second MG 12.

以上説明した本実施例１では、入力軸１４の回転と反対方向に内周軸１５を回転させるように入力側ギヤ機構１８を構成しているため、入力側ギヤ機構１８を構成するギヤ列の駆動ギヤ１９と従動ギヤ２０との間に中間ギヤを設ける必要がない。これにより、入力側ギヤ機構１８の部品点数を削減して低コスト化することができると共に、ギヤの噛み合い箇所が減少して動力伝達損失を減少させることができる。   In the first embodiment described above, since the input side gear mechanism 18 is configured to rotate the inner peripheral shaft 15 in the direction opposite to the rotation of the input shaft 14, the gear train that constitutes the input side gear mechanism 18 is configured. There is no need to provide an intermediate gear between the drive gear 19 and the driven gear 20. As a result, the number of parts of the input side gear mechanism 18 can be reduced and the cost can be reduced, and the number of gear meshing positions can be reduced and the power transmission loss can be reduced.

また、クラッチ２５を締結することで、内周軸１５と外周軸１６とを一体的に回転させることができるため、車両の走行中に内周軸１５と外周軸１６とが相対回転してフリクションが増加することを防止することができる。更に、入力側ギヤ機構１８により入力軸１４の回転に対して内周軸１５の回転を増速させることができるため、第１のＭＧ１１や第２のＭＧ１２を高回転で回すことが可能となり、第１のＭＧ１１や第２のＭＧ１２を小型化することができる。   In addition, since the inner peripheral shaft 15 and the outer peripheral shaft 16 can be integrally rotated by engaging the clutch 25, the inner peripheral shaft 15 and the outer peripheral shaft 16 rotate relative to each other while the vehicle is running. Can be prevented from increasing. Furthermore, since the rotation of the inner peripheral shaft 15 can be increased with respect to the rotation of the input shaft 14 by the input side gear mechanism 18, the first MG 11 and the second MG 12 can be rotated at a high speed. The first MG 11 and the second MG 12 can be reduced in size.

また、入力軸１４の回転と反対方向に内周軸１５を回転させるように入力側ギヤ機構１８を構成しても、走行中に内周軸１５と外周軸１６の回転方向が反対方向となることはないので、入力側ギヤ機構１８の従動ギヤ２０の内周部にクラッチ２５を配置してもフリクションを小さくすることができる。これにより、入力軸１４上にクラッチを配置する必要がなく、入力軸１４を短くして駆動システムを小型化することができる。   Even if the input side gear mechanism 18 is configured to rotate the inner peripheral shaft 15 in the direction opposite to the rotation of the input shaft 14, the rotation directions of the inner peripheral shaft 15 and the outer peripheral shaft 16 are opposite to each other during traveling. Therefore, even if the clutch 25 is disposed on the inner peripheral portion of the driven gear 20 of the input side gear mechanism 18, the friction can be reduced. Thereby, it is not necessary to arrange a clutch on the input shaft 14, and the input shaft 14 can be shortened and the drive system can be miniaturized.

尚、上記実施例１では、入力側ギヤ機構１８の従動ギヤ２０（つまりＭＧ軸１７の内周軸１５に接続された従動ギヤ２０）の内周部にクラッチ２５を配置するようにしたが、これに限定されず、例えば、出力側ギヤ機構２１の駆動ギヤ２３（つまりＭＧ軸１７の外周軸１６に接続された駆動ギヤ２３）の内周部に、内周軸１５と外周軸１６との間の動力伝達を断続するクラッチを配置するようにしても良い。   In the first embodiment, the clutch 25 is arranged on the inner peripheral portion of the driven gear 20 of the input side gear mechanism 18 (that is, the driven gear 20 connected to the inner peripheral shaft 15 of the MG shaft 17). However, the present invention is not limited to this. For example, the inner peripheral portion of the drive gear 23 of the output side gear mechanism 21 (that is, the drive gear 23 connected to the outer peripheral shaft 16 of the MG shaft 17) A clutch for intermittently transmitting and receiving power may be arranged.

次に、図２を用いて本発明の実施例２を説明する。但し、前記実施例１と実質的に同一部分には同一符号を付して説明を省略又は簡略化し、主として前記実施例１と異なる部分について説明する。   Next, Embodiment 2 of the present invention will be described with reference to FIG. However, parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted or simplified, and parts different from those in the first embodiment are mainly described.

本実施例２では、図２に示すように、第１のＭＧ１１の回転子１１ａの内周部に、内周軸１５と外周軸１６との間の動力伝達を断続するクラッチ２７が設けられている。その他のシステム構成は、前記実施例１と同じである。
以上説明した本実施例２においても前記実施例１とほぼ同じ効果を得ることができる。 In the second embodiment, as shown in FIG. 2, a clutch 27 for interrupting power transmission between the inner peripheral shaft 15 and the outer peripheral shaft 16 is provided on the inner peripheral portion of the rotor 11 a of the first MG 11. Yes. Other system configurations are the same as those in the first embodiment.
In the second embodiment described above, substantially the same effects as those of the first embodiment can be obtained.

次に、図３を用いて本発明の実施例３を説明する。但し、前記実施例１と実質的に同一部分には同一符号を付して説明を省略又は簡略化し、主として前記実施例１と異なる部分について説明する。   Next, Embodiment 3 of the present invention will be described with reference to FIG. However, parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted or simplified, and parts different from those in the first embodiment are mainly described.

本実施例３では、図３に示すように、第２のＭＧ１２の回転子１２ａの内周部に、内周軸１５と外周軸１６との間の動力伝達を断続するクラッチ２８が設けられている。その他のシステム構成は、前記実施例１と同じである。
以上説明した本実施例３においても前記実施例１とほぼ同じ効果を得ることができる。 In the third embodiment, as shown in FIG. 3, a clutch 28 that interrupts power transmission between the inner peripheral shaft 15 and the outer peripheral shaft 16 is provided on the inner peripheral portion of the rotor 12 a of the second MG 12. Yes. Other system configurations are the same as those in the first embodiment.
In the third embodiment described above, substantially the same effect as the first embodiment can be obtained.

１０…エンジン（内燃機関）、１１…第１のＭＧ、１２…第２のＭＧ、１４…入力軸（第１の軸）、１５…内周軸、１６…外周軸、１７…ＭＧ軸（第２の軸）、１８…入力側ギヤ機構（増速機構）、２１…出力側ギヤ機構（伝達機構）、２２…出力軸（第３の軸）、２５…クラッチ   DESCRIPTION OF SYMBOLS 10 ... Engine (internal combustion engine), 11 ... 1st MG, 12 ... 2nd MG, 14 ... Input shaft (1st axis), 15 ... Inner periphery shaft, 16 ... Outer shaft, 17 ... MG shaft (first 2), 18 ... input side gear mechanism (speed increasing mechanism), 21 ... output side gear mechanism (transmission mechanism), 22 ... output shaft (third axis), 25 ... clutch.

Claims (4)

車両の動力源である内燃機関（１０）と第１のモータジェネレータ（１１）及び第２のモータジェネレータ（１２）と、前記内燃機関（１０）に接続された第１の軸（１４）と、前記第１のモータジェネレータ（１１）に接続された内周軸（１５）と前記第２のモータジェネレータ（１２）に接続され且つ前記内周軸（１５）の周りに配置された中空の外周軸（１６）とを有する第２の軸（１７）と、前記外周軸（１６）に伝達機構（２１）を介して接続され且つ前記第１の軸（１４）及び前記第２の軸（１７）と平行に配置された第３の軸（２２）とを備えたハイブリッド車の駆動装置において、
前記第１の軸（１４）と前記内周軸（１５）との間に配置されて前記第１の軸（１４）の回転と反対方向に前記内周軸（１５）を回転させると共に前記第１の軸（１４）の回転に対して前記内周軸（１５）の回転を増速させるように構成された増速機構（１８）と、
前記内周軸（１５）と前記外周軸（１６）との間の動力伝達を断続するクラッチ（２５，２７，２８）と
を備えていることを特徴とするハイブリッド車の駆動装置。 An internal combustion engine (10) which is a power source of the vehicle, a first motor generator (11) and a second motor generator (12), a first shaft (14) connected to the internal combustion engine (10); An inner peripheral shaft (15) connected to the first motor generator (11) and a hollow outer peripheral shaft connected to the second motor generator (12) and disposed around the inner peripheral shaft (15) A second shaft (17) having (16), and connected to the outer peripheral shaft (16) via a transmission mechanism (21), and the first shaft (14) and the second shaft (17). A drive device for a hybrid vehicle comprising a third shaft (22) arranged in parallel with
It is disposed between the first shaft (14) and the inner peripheral shaft (15) and rotates the inner peripheral shaft (15) in the direction opposite to the rotation of the first shaft (14). A speed increasing mechanism (18) configured to increase the speed of rotation of the inner peripheral shaft (15) relative to the rotation of one shaft (14);
A drive device for a hybrid vehicle, comprising: a clutch (25, 27, 28) for intermittently transmitting power between the inner peripheral shaft (15) and the outer peripheral shaft (16). 前記クラッチ（２５）は、前記第２の軸（１７）に接続された伝達要素（２０，２３）の内周部に配置されていることを特徴とする請求項１に記載のハイブリッド車の駆動装置。   The drive of a hybrid vehicle according to claim 1, wherein the clutch (25) is arranged on an inner periphery of a transmission element (20, 23) connected to the second shaft (17). apparatus. 前記クラッチ（２７，２８）は、前記第１のモータジェネレータ（１１）の回転子（１１ａ）と前記第２のモータジェネレータ（１２）の回転子（１２ａ）のうちの少なくとも一方の内周部に配置されていることを特徴とする請求項１に記載のハイブリッド車の駆動装置。   The clutches (27, 28) are disposed at an inner peripheral portion of at least one of the rotor (11a) of the first motor generator (11) and the rotor (12a) of the second motor generator (12). The hybrid vehicle drive device according to claim 1, wherein the drive device is disposed. 前記第１の軸（１４）と前記第２の軸（１７）とが平行に配置され、
前記増速機構（１８）は、偶数枚のカウンタギヤ列（１９，２０）で構成されていることを特徴とする請求項１乃至３のいずれかに記載のハイブリッド車の駆動装置。 The first axis (14) and the second axis (17) are arranged in parallel;
The hybrid vehicle drive device according to any one of claims 1 to 3, wherein the speed increasing mechanism (18) includes an even number of counter gear trains (19, 20).
JP2012095555A 2012-04-19 2012-04-19 Hybrid vehicle drive system Expired - Fee Related JP5850334B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012095555A JP5850334B2 (en) 2012-04-19 2012-04-19 Hybrid vehicle drive system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012095555A JP5850334B2 (en) 2012-04-19 2012-04-19 Hybrid vehicle drive system

Publications (2)

Publication Number Publication Date
JP2013220803A true JP2013220803A (en) 2013-10-28
JP5850334B2 JP5850334B2 (en) 2016-02-03

Family

ID=49592086

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012095555A Expired - Fee Related JP5850334B2 (en) 2012-04-19 2012-04-19 Hybrid vehicle drive system

Country Status (1)

Country Link
JP (1) JP5850334B2 (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09170533A (en) * 1995-10-18 1997-06-30 Toyota Motor Corp Hybrid drive device
JP2007246057A (en) * 2006-03-20 2007-09-27 Honda Motor Co Ltd Driving device of hybrid vehicle
JP2010247786A (en) * 2009-04-20 2010-11-04 Honda Motor Co Ltd Drive unit for hybrid vehicle
JP2011230650A (en) * 2010-04-27 2011-11-17 Honda Motor Co Ltd Driving device for hybrid vehicle
JP2012017097A (en) * 2010-07-08 2012-01-26 IFP Energies Nouvelles Speed change gear for hybrid type motor vehicle
JP2012030775A (en) * 2010-07-08 2012-02-16 Denso Corp Vehicular power transmission device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09170533A (en) * 1995-10-18 1997-06-30 Toyota Motor Corp Hybrid drive device
JP2007246057A (en) * 2006-03-20 2007-09-27 Honda Motor Co Ltd Driving device of hybrid vehicle
JP2010247786A (en) * 2009-04-20 2010-11-04 Honda Motor Co Ltd Drive unit for hybrid vehicle
JP2011230650A (en) * 2010-04-27 2011-11-17 Honda Motor Co Ltd Driving device for hybrid vehicle
JP2012017097A (en) * 2010-07-08 2012-01-26 IFP Energies Nouvelles Speed change gear for hybrid type motor vehicle
JP2012030775A (en) * 2010-07-08 2012-02-16 Denso Corp Vehicular power transmission device

Also Published As

Publication number Publication date
JP5850334B2 (en) 2016-02-03

Similar Documents

Publication Publication Date Title
US8727932B2 (en) Hybrid vehicle drive device
JP5318185B2 (en) Vehicle drive device
JP7011754B2 (en) Hybrid vehicle transmission and power system
KR101693940B1 (en) Transmission for hibrid vehicle
JP5593117B2 (en) Hybrid vehicle drive device
US9199529B2 (en) Power transmission system of hybrid electric vehicle
JP4093207B2 (en) Hybrid vehicle drive system
JP2011110943A (en) Controller for vehicle drive system
JP5997474B2 (en) Drive device for hybrid vehicle
JP2008105495A (en) Power output device and hybrid automobile
JP2008105496A (en) Power output device and hybrid automobile
JP2012148760A (en) Power output apparatus for vehicle, and vehicle
JPWO2014045415A1 (en) Hybrid vehicle drive device
CN108909433B (en) Powertrain for hybrid vehicle
JP2014054937A (en) Power transmission device
JP5880227B2 (en) Hybrid vehicle
JP2005178479A (en) Vehicular power output device
JP5850334B2 (en) Hybrid vehicle drive system
KR101393039B1 (en) In-wheel motor by using planetary gear
JP6168955B2 (en) Power transmission mechanism
JP2011213167A (en) Drive device for vehicle
JP2009227051A (en) Controller for hybrid car
JP2016175471A (en) Hybrid vehicle
JP2012179947A (en) Control device of hybrid vehicle
JP4118157B2 (en) Hybrid vehicle drive system

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20140620

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20150714

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20150717

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20150907

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20151106

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20151119

R151 Written notification of patent or utility model registration

Ref document number: 5850334

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

LAPS Cancellation because of no payment of annual fees