JP2014054937A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a small power transmission device that can be easily mounted on a vehicle.SOLUTION: One end of an engine input shaft 21 is connected to an engine 10. One end of a motor input shaft 22 is connected to a first motor 11. An output shaft 23 is arranged in parallel with the engine input shaft 21 and the motor input shaft 22. A first drive gear 31 is installed in an engine input shaft 21. A second drive gear 32 is installed in the motor input shaft 22. A first driven gear 33 is installed in the output shaft 23 to engage with the first drive gear 31. A second driven gear 34 is installed in the output shaft 23 to engage with the second drive gear 32. A first output side clutch 50 is installed on the outer side in the radial direction of the engine input shaft 21 to be coaxial with the engine input shaft 21, and can allow or block power transmission from the engine input shaft 21 to the output shaft 23 by allowing or releasing connection between the engine input shaft 21 and the first drive gear 31.

Description

  The present invention relates to a power transmission device that transmits power from a plurality of power sources.

2. Description of the Related Art Conventionally, there is known a power transmission device that transmits engine and motor power to a vehicle axle. For example, in the power transmission device described in Patent Document 1, an engine input shaft to which engine power is input and an output shaft are provided so as to be parallel to the motor input shaft to which motor power is input. The power input to the shaft is transmitted to the axle.
In the power transmission device of Patent Document 1, power transmission between the engine input shaft and the motor input shaft is permitted or interrupted by the input side clutch. Also, transmission of power from the engine input shaft to the output shaft is permitted or interrupted by a first output side clutch provided on the output shaft. Furthermore, transmission of power from the motor input shaft to the output shaft is permitted or interrupted by a second output side clutch provided on the output shaft.

JP 2012-30775 A

  As described above, the power transmission device of Patent Document 1 has a configuration in which two output-side clutches are arranged on the output shaft. That is, the two output side clutches are arranged at positions shifted from the center of the engine, for example, the crankshaft. Therefore, there is a possibility that a dead volume is formed in the vicinity of the output side clutch and the physique of the entire power transmission device is increased. Therefore, the mountability of the power transmission device on the vehicle may be reduced.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a small-sized power transmission device that can be easily mounted on a vehicle.

  The present invention is a power transmission device that transmits the power of an engine and a first motor to an axle of a vehicle, the engine input shaft, the motor input shaft, the output shaft, the first drive gear, the second drive gear, and the first driven gear. And a second driven gear, an input side clutch, and a first output side clutch. One end of the engine input shaft is connected to the engine, and engine power is input. One end of the motor input shaft is connected to the first motor, the power of the first motor is input, and the other end is provided coaxially with the engine input shaft so as to face the other end of the engine input shaft. The output shaft is provided in parallel to the engine input shaft and the motor input shaft, and outputs the input power to the axle. The first drive gear is provided on the radially outer side of the engine input shaft so as to be coaxial and relatively rotatable with respect to the engine input shaft. The second drive gear is provided radially outside the motor input shaft so as to be coaxial with the motor input shaft. The first driven gear is provided on the radially outer side of the output shaft so as to mesh with the first drive gear and be coaxial with the output shaft. The second driven gear is provided on the radially outer side of the output shaft so as to mesh with the second drive gear and be coaxial with the output shaft. The input-side clutch is provided between the other end of the engine input shaft and the other end of the motor input shaft, and allows or cancels the connection between the engine input shaft and the motor input shaft. The transmission of power to and from can be allowed or cut off. The first output-side clutch is provided radially outside the engine input shaft so as to be coaxial with the engine input shaft, and allows or cancels connection between the engine input shaft and the first drive gear, thereby Transmission of power to the output shaft can be allowed or cut off.

  In the present invention, the first output side clutch disposed on the output shaft in the above-described conventional power transmission device is provided so as to be coaxial with the engine input shaft connected to the engine. With this configuration, the first output-side clutch can be disposed in the vicinity of the engine, that is, for example, at a position where a conventional vehicle clutch or torque converter is mounted. Therefore, the first output side clutch can be efficiently disposed within the engine width, and the size of the power transmission device can be reduced. Therefore, the mountability of the power transmission device on the vehicle can be improved. Therefore, the power transmission device can be easily mounted on the vehicle.

The schematic diagram which shows the power transmission device by 1st Embodiment of this invention. The schematic diagram which shows the power transmission device by 2nd Embodiment of this invention. The schematic diagram which shows the power transmission device by 3rd Embodiment of this invention. The schematic diagram which shows the power transmission device by 4th Embodiment of this invention. The schematic diagram which shows the power transmission device by 5th Embodiment of this invention. The schematic diagram which shows the power transmission device by 6th Embodiment of this invention.

Hereinafter, a power transmission device according to a plurality of embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.
(First embodiment)
A power transmission device according to a first embodiment of the present invention is shown in FIG.

  The power transmission device 1 is mounted on the vehicle 100 and is used to transmit the power of the engine 10 and the first motor 11 to the axle 14 of the vehicle 100. In this embodiment, the engine 10 is a gasoline engine that is driven by using gasoline as fuel. The first motor 11 is an electric motor that is rotated by the electric power of the vehicle driving battery 101 mounted on the vehicle 100, and is a generator that can generate electric power when the torque is input to the motor shaft and charge the vehicle driving battery 101. Also works. Here, the vehicle 100 is a so-called hybrid vehicle.

The power transmission device 1 includes an engine input shaft 21, a motor input shaft 22, an output shaft 23, a first drive gear 31, a second drive gear 32, a first driven gear 33, a second driven gear 34, an input side clutch 40, a first clutch. A first output side clutch 50 and a first cylinder shaft 25 are provided.
The engine input shaft 21 is formed in a rod shape from, for example, metal, and one end thereof is connected to the crankshaft of the engine 10. Thereby, the power of the engine 10 is input to the engine input shaft 21.

  The motor input shaft 22 is formed in a rod shape from, for example, metal, and one end is connected to the motor shaft of the first motor 11. Thereby, the power of the first motor 11 is input to the motor input shaft 22. The motor input shaft 22 is provided coaxially with the engine input shaft 21 so that the other end faces the other end of the engine input shaft 21. That is, the engine 10 and the first motor 11 are provided in the vehicle 100 so as to be positioned on the axis lines of the engine input shaft 21 and the motor input shaft 22.

  The output shaft 23 is formed, for example, in a rod shape with metal, and is connected to the differential gear 13 via a first driven gear 33, a final gear 35, and a shaft member 24 described later. The axle 14 is provided on the differential gear 13. Drive wheels 15 are provided at both ends of the axle 14. With this configuration, the power input to the output shaft 23 is output to the axle 14 via the differential gear 13 and transmitted to the drive wheels 15. Thereby, the vehicle 100 travels. Here, the output shaft 23 is provided in parallel to the engine input shaft 21 and the motor input shaft 22.

  The first drive gear 31 is formed in an annular shape from metal, for example. The first drive gear 31 is provided on the radially outer side of the engine input shaft 21 so as to be coaxial and relatively rotatable with respect to the engine input shaft 21. The first drive gear 31 has external teeth.

  The second drive gear 32 is formed in a disk shape from metal, for example. The second drive gear 32 is provided on the motor input shaft 22 so as to be coaxial with the motor input shaft 22 and not relatively rotatable. As a result, the second drive gear 32 rotates together with the motor input shaft 22. The second drive gear 32 has external teeth. In the present embodiment, the second drive gear 32 has a smaller outer diameter than the first drive gear 31. That is, in the present embodiment, the first drive gear 31 is used as a high gear, and the second drive gear 32 is used as a low gear.

  The first driven gear 33 is formed in a disk shape from metal, for example. The first driven gear 33 is provided on the radially outer side of one end of the output shaft 23 so as to be coaxial with the output shaft 23 and not relatively rotatable. As a result, the first driven gear 33 rotates together with the output shaft 23. The first driven gear 33 has external teeth and is provided to mesh with the external teeth of the first drive gear 31. As a result, the first driven gear 33 rotates in the opposite direction to the first drive gear 31. Here, the first drive gear 31 and the first driven gear 33 constitute a high gear mechanism.

  The second driven gear 34 is formed in a disk shape from metal, for example. The second driven gear 34 is provided on the radially outer side of the other end of the output shaft 23 so that it is coaxial with the output shaft 23 and is not relatively rotatable. Thereby, the second driven gear 34 rotates together with the output shaft 23. The second driven gear 34 has external teeth and is provided to mesh with the external teeth of the second drive gear 32. As a result, the second driven gear 34 rotates in the opposite direction to the second drive gear 32. Here, the second drive gear 32 and the second driven gear 34 constitute a low gear mechanism. The reduction ratio of the low gear mechanism is larger than the reduction ratio of the high gear mechanism described above.

  The input side clutch 40 is provided between the other end of the engine input shaft 21 and the other end of the motor input shaft 22. The input side clutch 40 is, for example, a single-layer wet clutch, and has an engaging portion 41 and an engaged portion 42. The engaging portion 41 is provided at the other end of the engine input shaft 21. The engaged portion 42 is provided at the other end of the motor input shaft 22. The engagement portion 41 can connect the engine input shaft 21 and the motor input shaft 22 by frictional engagement with the engaged portion 42. When the engine input shaft 21 and the motor input shaft 22 are connected, power is transmitted between the engine input shaft 21 and the motor input shaft 22. When the frictional engagement between the engaging portion 41 and the engaged portion 42 is released, the connection between the engine input shaft 21 and the motor input shaft 22 is released, and the connection between the engine input shaft 21 and the motor input shaft 22 is released. Power transmission is interrupted. That is, the input side clutch 40 can allow or cut off transmission of power between the engine input shaft 21 and the motor input shaft 22 by allowing or releasing the connection between the engine input shaft 21 and the motor input shaft 22. is there.

  The first output side clutch 50 is provided on the radially outer side of the engine input shaft 21 so as to be coaxial with the engine input shaft 21. The first output side clutch 50 is, for example, a single-layer wet clutch, and includes a clutch housing 51, an engaging portion 52, and an engaged portion 53. The clutch housing 51 is formed in a bottomed cylindrical shape with metal, for example, and the center of one bottom is fixed to the engine input shaft 21 and is provided on the engine input shaft 21 so that it is coaxial with the engine input shaft 21 and cannot be relatively rotated. ing. Therefore, the clutch housing 51 can stabilize the rotation of the engine 10 by acting as an inertial mass (flywheel). The engaging portion 52 is provided on the inner wall side of the other bottom portion of the clutch housing 51. The engaged portion 53 is formed in an annular shape, and is provided on the radially outer side of the engine input shaft 21 so as to be accommodated in the clutch housing 51.

  The first cylinder shaft 25 is formed, for example, in a cylindrical shape from metal, and is provided on the outer side in the radial direction of the engine input shaft 21 so as to be coaxial with and relative to the engine input shaft 21. One end of the first tube shaft 25 is connected to the engaged portion 53 of the first output side clutch 50 via a hole formed in the other bottom portion of the clutch housing 51, and the other end of the first tube shaft 25 is connected to the first drive gear 31. It is connected to the inner edge. Thus, the first cylinder shaft 25 can rotate relative to the engine input shaft 21 together with the engaged portion 53 and the first drive gear 31.

  With this configuration, the engaging portion 52 can connect the engine input shaft 21 and the first drive gear 31 by frictional engagement with the engaged portion 53. When the engine input shaft 21 and the first drive gear 31 are connected, power is transmitted from the engine input shaft 21 to the output shaft 23. When the frictional engagement between the engaging portion 52 and the engaged portion 53 is released, the connection between the engine input shaft 21 and the first drive gear 31 is released, and the power from the engine input shaft 21 to the output shaft 23 is released. Transmission is interrupted. That is, the first output side clutch 50 can permit or cut off transmission of power from the engine input shaft 21 to the output shaft 23 by permitting or releasing the connection between the engine input shaft 21 and the first drive gear 31. is there.

With the above configuration, when the engaging portion 52 is engaged with the engaged portion 53, that is, when the first output side clutch 50 is in the connected state, the power of the engine 10 is transmitted to the engine input shaft 21, the first output. It is transmitted to the differential gear 13 via the side clutch 50, the first cylinder shaft 25, the first drive gear 31 as a high gear, the first driven gear 33, the final gear 35 and the shaft member 24.
The power of the first motor 11 passes through the motor input shaft 22, the second drive gear 32 as a low gear, the second driven gear 34, the output shaft 23, the first driven gear 33, the final gear 35 and the shaft member 24. Is transmitted to the differential gear 13.

When the engaging portion 41 is engaged with the engaged portion 42, that is, when the input side clutch 40 is in a connected state, the power of the engine 10 is transmitted from the engine input shaft 21, the input side clutch 40, and the motor input. It is transmitted to the differential gear 13 via the shaft 22, the second drive gear 32 as a low gear, the second driven gear 34, the output shaft 23, the first driven gear 33, the final gear 35 and the shaft member 24. At this time, when the power of the first motor 11 is input to the motor input shaft 22, the power of the engine 10 and the power of the first motor 11 are transmitted to the differential gear 13.
As described above, the power of the engine 10 and the first motor 11 is generated by the first drive gear 31 and the first driven gear 33 as the high gear mechanism, or the second drive gear 32 and the second driven gear 34 as the low gear mechanism, and Then, it is transmitted to the differential gear 13 via the output shaft 23.

In the present embodiment, the vehicle 100 is provided with an electronic control unit (hereinafter referred to as “ECU”) 90.
The ECU 90 is a small computer having a CPU as arithmetic means, ROM and RAM as storage means, and input / output means. The ECU 90 performs processing according to a program stored in the ROM based on signals from various sensors attached to each part of the vehicle, and controls the vehicle in an integrated manner by controlling driving of various devices of the vehicle.

The ECU 90 controls the engine 10 and the first motor 10 by controlling driving and non-driving of the first motor 11 and connection and disconnection of the input side clutch 40 and the first output side clutch 50 based on signals from various sensors. A transmission path and a reduction ratio of power generated by the motor 11 are controlled.
More specifically, the ECU 90 includes a vehicle speed signal corresponding to the vehicle speed of the vehicle 100, an accelerator opening signal corresponding to the accelerator opening, an SOC (State of charge) signal corresponding to the charging rate of the vehicle driving battery 101, and the like. Is entered. As the vehicle speed signal, for example, a signal output from a vehicle speed sensor provided near the wheel is used. As the accelerator opening signal, for example, a signal output from an accelerator opening sensor is used. As the SOC signal, a signal output from a battery monitoring device that detects and outputs the charging rate of the vehicle driving battery 101 is used.

The ECU 90 controls connection / disconnection (release of connection) of the input side clutch 40 and the first output side clutch 50 based on the above-described signal. Specifically, the ECU 90 controls the operation of an actuator (for example, an actuator that generates hydraulic pressure for connecting / disconnecting the clutch) provided to realize connection / disconnection of the input side clutch 40 and the first output side clutch 50. Thus, connection / disconnection of the input side clutch 40 and the first output side clutch 50 is controlled.
By the control of the input side clutch 40 and the first output side clutch 50 by the ECU 90, the power generated by the engine 10 is transmitted to the drive wheel 15 via the high gear mechanism, or the drive wheel 15 via the low gear mechanism. It is also possible to be transmitted to. On the other hand, the power generated by the first motor 11 is transmitted to the drive wheels 15 via the second drive gear 32 and the second driven gear 34 as a low gear mechanism.

The power transmission device 1 operates in, for example, the following “motor L mode”, “engine L mode”, “engine H mode”, and “power generation mode”.
(Motor L mode)
In the motor L mode, the power of the first motor 11 is transmitted to the drive wheels 15 via the low gear mechanism. In this mode, the input side clutch 40 and the first output side clutch 50 are disconnected (disconnected).

(Engine L mode)
In the engine L mode, the power of the engine 10 is transmitted to the drive wheels 15 via the low gear mechanism. In this mode, the input side clutch 40 is connected and the first output side clutch 50 is disconnected.

(Engine H mode)
In the engine H mode, the power of the engine 10 is transmitted to the drive wheels 15 via the high gear mechanism. In this mode, the first output side clutch 50 is connected and the input side clutch 40 is disconnected.

(Power generation mode)
In the power generation mode, the power of the engine 10 is transmitted to the first motor 11 via at least one of the input side clutch 40 or the first output side clutch 50. In this mode, at least one of the input side clutch 40 or the first output side clutch 50 is connected. In this mode, the first motor 11 can generate power using the power of the engine 10 to charge the vehicle drive battery 101. Since the output shaft 23 rotates in this mode, this mode can be realized when the vehicle 100 is traveling.

The drive mode of the first motor 11 (motor L mode) and the drive mode of the engine 10 (engine L mode, engine H mode) described above can be combined.
Specifically, when both the first motor 11 and the engine 10 use the low gear mechanism, the motor L mode and the engine L mode are combined, the input side clutch 40 is connected, and the first output side clutch 50 is disconnected. do it.

When the first motor 11 uses a low gear mechanism and the engine 10 uses a high gear mechanism, the motor L mode and the engine H mode are combined, the first output side clutch 50 is connected, and the input side clutch 40 is connected. Just cut it. In this case, different reduction ratios can be realized simultaneously between the first motor 11 and the engine 10. Moreover, since the rotation speed of the output shaft 23 is the same, the rotation speed of the 1st motor 11 can be made larger than the rotation speed of the engine 10, and the operating point with high efficiency can be selected in each power source.
Note that the ECU 90 can perform so-called regenerative brake control in which power is generated by rotating the first motor 11 with torque transmitted from the drive wheels 15 via the output shaft 23.

The ECU 90 controls the drive and non-drive of the first motor 11 in addition to the combination of connection and disconnection of the input side clutch 40 and the first output side clutch 50 as described above, so that the travel suitable for the state of the vehicle 100 is performed. To realize.
Therefore, by combining the combination of connection and disconnection of the input side clutch 40 and the first output side clutch 50 as described above with driving and non-driving by the first motor 11, the operation mode of the first motor 11 is as follows. There are a non-driving mode in which power is not transmitted to the output shaft 23 and a motor L mode, and operating modes of the engine 10 include a non-driving mode in which power is not transmitted to the output shaft 23, an engine L mode, and an engine H mode. The operation modes of the first motor 11 and the engine 10 can be arbitrarily combined except for some combinations.

  As described above, in the present embodiment, the first output-side clutch arranged on the output shaft in the above-described conventional power transmission device is provided so as to be coaxial with the engine input shaft 21 connected to the engine 10. It is. With this configuration, the first output-side clutch 50 can be disposed in the vicinity of the engine 10, that is, for example, at a mounting position of a conventional vehicle clutch or torque converter. Therefore, the 1st output side clutch 50 can be efficiently arranged within an engine width, and the physique of power transmission device 1 can be made small. Therefore, the mountability of the power transmission device 1 on the vehicle can be improved.

  In the present embodiment, the engine input shaft 21 is provided on the radially outer side so as to be coaxial and relatively rotatable with respect to the engine input shaft 21, one end is connected to the first output side clutch 50, and the other end is the first. A first cylinder shaft 25 connected to the drive gear 31 is provided. Thus, the first output side clutch 50 can be provided coaxially with the engine input shaft 21.

(Second Embodiment)
A power transmission device according to a second embodiment of the present invention is shown in FIG.
In the second embodiment, the vehicle 100 is provided with a second motor 12. Similar to the first motor 11, the second motor 12 is an electric motor that is rotated by the electric power of the vehicle drive battery 101, and is a generator capable of generating electric power and charging the vehicle drive battery 101 when torque is input to the motor shaft. Also works. The second motor 12 is connected to the end of the output shaft 23 opposite to the first driven gear 33. Thereby, the power of the second motor 12 is input to the output shaft 23.

In the present embodiment, the second drive gear 32 is formed in an annular shape. The second drive gear 32 is provided on the radially outer side of the motor input shaft 22 so as to be coaxial with and relative to the motor input shaft 22.
In the present embodiment, the power transmission device further includes a second output side clutch 60 and a second cylinder shaft 26. The second output side clutch 60 is provided on the radially outer side of the motor input shaft 22 so as to be coaxial with the motor input shaft 22. The second output side clutch 60 is, for example, a single-layer wet clutch, and includes a clutch housing 61, an engaging portion 62, and an engaged portion 63. The clutch housing 61 is formed into a cylindrical shape with a bottom made of metal, for example, and is provided so as to be coaxial and relatively rotatable with respect to the motor input shaft 22 in a state where the motor input shaft 22 is inserted into a hole formed in the center of both bottom portions. It has been. The engaging portion 62 is provided on the inner wall side of the bottom portion of the clutch housing 61 on the first motor 11 side. The engaged portion 63 is formed in a disc shape, is accommodated in the clutch housing 61, the center is fixed to the motor input shaft 22, and is coaxial with the motor input shaft 22 so as not to rotate relative to the motor input shaft 22. Is provided.

  The second cylindrical shaft 26 is formed, for example, in a cylindrical shape with metal, and is provided on the outer side in the radial direction of the motor input shaft 22 so as to be coaxial and relatively rotatable with respect to the motor input shaft 22. One end of the second cylindrical shaft 26 is connected to the center of the bottom of the clutch housing 61 of the second output side clutch 60 on the engine 10 side, and the other end is connected to the inner edge of the second drive gear 32. Thereby, the second cylinder shaft 26 can rotate relative to the motor input shaft 22 together with the clutch housing 61 and the second drive gear 32.

  With this configuration, the engaging portion 62 can connect the motor input shaft 22 and the second drive gear 32 by frictional engagement with the engaged portion 63. When the motor input shaft 22 and the second drive gear 32 are connected, power is transmitted from the motor input shaft 22 to the output shaft 23. When the frictional engagement between the engaging portion 62 and the engaged portion 63 is released, the connection between the motor input shaft 22 and the second drive gear 32 is released, and the power from the motor input shaft 22 to the output shaft 23 is released. Transmission is interrupted. That is, the second output side clutch 60 can allow or cut off transmission of power from the motor input shaft 22 to the output shaft 23 by allowing or releasing the connection between the motor input shaft 22 and the second drive gear 32. is there.

In the present embodiment, the input side clutch 43 is a one-way clutch. That is, the input side clutch 43 connects the engine input shaft 21 and the motor input shaft 22 when the rotational speed of the engine input shaft 21 is equal to or higher than the rotational speed of the motor input shaft 22, and the rotational speed of the engine input shaft 21 is motor. When it is smaller than the rotational speed of the input shaft 22, the engine input shaft 21 and the motor input shaft 22 are operated so as to be disconnected (i.e., idle).
With the above configuration, when the engaging portion 52 is engaged with the engaged portion 53, that is, when the first output side clutch 50 is in the connected state, the power of the engine 10 is transmitted to the engine input shaft 21, the first output. It is transmitted to the differential gear 13 via the side clutch 50, the first cylinder shaft 25, the first drive gear 31 as a high gear, the first driven gear 33, the final gear 35 and the shaft member 24.

When the engaging portion 62 is engaged with the engaged portion 63, that is, when the second output side clutch 60 is in the connected state, the power of the first motor 11 is transmitted to the motor input shaft 22 and the second output. The differential gear 13 passes through the side clutch 60, the second cylindrical shaft 26, the second drive gear 32 as the low gear, the second driven gear 34, the output shaft 23, the first driven gear 33, the final gear 35 and the shaft member 24. Communicated.
Further, when the second output side clutch 60 is in the connected state and the rotation speed of the engine input shaft 21 is equal to or higher than the rotation speed of the motor input shaft 22, that is, when the input side clutch 43 is in the connected state. The power of the engine 10 includes an engine input shaft 21, an input side clutch 43, a motor input shaft 22, a second output side clutch 60, a second cylindrical shaft 26, a second drive gear 32 as a low gear, a second driven gear 34, and an output. It is transmitted to the differential gear 13 via the shaft 23, the first driven gear 33, the final gear 35 and the shaft member 24. At this time, when the power of the first motor 11 is input to the motor input shaft 22, the power of the engine 10 and the power of the first motor 11 are transmitted to the differential gear 13.

  In the present embodiment, the ECU 90 is driven and not driven of the first motor 11 and the second motor 12 based on signals from various sensors, and the connection of the first output side clutch 50 and the second output side clutch 60. By controlling the cutting, the transmission path and reduction ratio of power generated by the engine 10 and the first motor 11 are controlled.

In the present embodiment, the power transmission device operates in, for example, the following “motor L mode”, “engine L mode”, “engine H mode”, and “power generation mode”.
(Motor L mode)
In the motor L mode, the power of the first motor 11 is transmitted to the drive wheels 15 via the low gear mechanism. In this mode, the second output side clutch 60 is connected, and the first output side clutch 50 and the input side clutch 43 are disconnected (disconnected). The input side clutch 43 (motor input shaft 22) is in a state of idling with respect to the engine input shaft 21.

(Engine L mode)
In the engine L mode, the power of the engine 10 is transmitted to the drive wheels 15 via the low gear mechanism. In this mode, the input side clutch 43 and the second output side clutch 60 are connected, and the first output side clutch 50 is disconnected.

(Engine H mode)
In the engine H mode, the power of the engine 10 is transmitted to the drive wheels 15 via the high gear mechanism. In this mode, the first output side clutch 50 and the input side clutch 43 are connected, and the second output side clutch 60 is disconnected.

(Power generation mode)
In the power generation mode, the power of the engine 10 is transmitted to the first motor 11 via the input side clutch 43. In this mode, the input side clutch 43 is connected and the other clutches (the first output side clutch 50 and the second output side clutch 60) are disconnected. In this mode, the first motor 11 can generate power using the power of the engine 10 to charge the vehicle drive battery 101. This mode can be realized when the vehicle 100 is stopped. It can also be realized when the vehicle 100 travels at a low speed by the power generated by the second motor 12. Furthermore, so-called series operation in which the second motor 12 is driven to rotate by the electric power generated by the first motor 11 to drive the vehicle 100 can be performed.

In the present embodiment, when both the first motor 11 and the engine 10 use the low gear mechanism, the motor L mode and the engine L mode are combined, the input side clutch 40 and the second output side clutch 60 are connected, The output clutch 50 may be disconnected.
When the first motor 11 uses a low gear mechanism and the engine 10 uses a high gear mechanism, the motor L mode and the engine H mode are combined and the first output side clutch 50 and the second output side clutch 60 are connected. do it.

In the present embodiment, the vehicle 100 can be driven by the power of the two motors of the first motor 11 and the second motor 12. In addition to the power of the two motors, the vehicle 100 can be driven by the power of the engine 10 in the engine L mode or the engine H mode.
Note that the ECU 90 can perform so-called regenerative braking control in which power is generated by rotating the second motor 12 by torque transmitted from the drive wheels 15 via the output shaft 23. At this time, if the second output side clutch 60 is connected, torque is transmitted from the drive wheel 15 to the first motor 11 via the output shaft 23 and the motor input shaft 22, so that the first motor 11 also performs regeneration. Electricity can be generated by the brake.

As described above, in the present embodiment, the second motor 12 is connected to the end of the output shaft 23 and the power of the second motor 12 is input. Thereby, the motive power of the 2nd motor 12 can be used for driving | running | working of the vehicle 100, and the 2nd motor 12 can also generate electric power by a regenerative brake.
In the present embodiment, the second drive gear 32 is rotatable relative to the motor input shaft 22. The power transmission device further includes a second output side clutch 60 and a second cylinder shaft 26. The second output side clutch 60 is provided so as to be coaxial with the motor input shaft 22. The second cylindrical shaft 26 is provided on the radially outer side of the motor input shaft 22 so as to be coaxial and relatively rotatable with respect to the motor input shaft 22, one end is connected to the second output side clutch 60, and the other end is the second. Connected to the drive gear 32. As a result, the second output side clutch 60 can allow or block transmission of power from the motor input shaft 22 to the output shaft 23 by allowing or releasing the connection between the motor input shaft 22 and the second drive gear 32. It is.
Thus, by arranging the relatively large second output side clutch 60 coaxially with the motor input shaft 22, the first output side clutch 50 and the second output side clutch 60 are efficiently arranged within the engine width. And the size of the power transmission device can be reduced.

  Moreover, in this embodiment, since the input side clutch 43 is a one-way clutch, it is small compared with the input side clutch 40 of 1st Embodiment. Therefore, it contributes to size reduction of the power transmission device. Moreover, since the input side clutch 43 does not require control, a structure can be simplified.

(Third embodiment)
A power transmission device according to a third embodiment of the present invention is shown in FIG. The third embodiment differs from the second embodiment in the configuration of the second output side clutch.

  In the third embodiment, the second output side clutch 64 is a one-way clutch, and is provided between the motor input shaft 22 and the inner edge of the second drive gear 32. Therefore, the second output side clutch 64 connects the motor input shaft 22 and the second drive gear 32 when the rotational speed of the motor input shaft 22 is equal to or higher than the rotational speed of the second drive gear 32, and When the rotational speed is smaller than the rotational speed of the second drive gear 32, the motor input shaft 22 and the second drive gear 32 are operated to be disconnected (idle).

  With the above configuration, when the rotation speed of the motor input shaft 22 is equal to or higher than the rotation speed of the second drive gear 32, that is, when the second output side clutch 64 is in a connected state, the power of the first motor 11 is The differential gear via the motor input shaft 22, the second output side clutch 64, the second drive gear 32 as a low gear, the second driven gear 34, the output shaft 23, the first driven gear 33, the final gear 35 and the shaft member 24. 13 is transmitted.

  In this embodiment, substantially the same operation mode as in the second embodiment can be realized. However, in this embodiment, when the power of the engine 10 is transmitted to the motor input shaft 22, that is, when the input side clutch 43 and the second output side clutch 64 are in a connected state, the output shaft 23 rotates. That is, the upper limit of the rotational speed of the motor input shaft 22 is the product of the output shaft 23 and the reduction gear ratio of the low gear mechanism. Therefore, for example, when the vehicle 100 is traveling at a low speed, the engine 10 and the first motor 11 can generate power, but when the vehicle 100 is stopped, the engine 10 and the first motor 11 cannot generate power.

  As described above, in the present embodiment, the second output side clutch 64 is a one-way clutch, and thus is smaller than the second output side clutch 60 of the second embodiment. Therefore, it contributes further by downsizing the physique of the power transmission device. Further, since the second output side clutch 64 does not require control, the configuration can be simplified.

(Fourth embodiment)
A power transmission device according to a fourth embodiment of the present invention is shown in FIG. In the fourth embodiment, the position and the like of the second output side clutch are different from those in the third embodiment.

In the fourth embodiment, the second drive gear 32 is fixed to the motor input shaft 22 as in the first embodiment. On the other hand, the second driven gear 34 is formed in an annular shape, and is provided on the radially outer side of the output shaft 23 so as to be coaxial with and relative to the output shaft 23.
The second output side clutch 64 is provided between the output shaft 23 and the inner edge of the second driven gear 34. Therefore, the second output side clutch 64 connects the second driven gear 34 and the output shaft 23 when the rotation speed of the second driven gear 34 is equal to or higher than the rotation speed of the output shaft 23, and the rotation of the second driven gear 34. When the number is smaller than the rotational speed of the output shaft 23, the second driven gear 34 and the output shaft 23 are operated to be disconnected (i.e., idle).
With the above configuration, the present embodiment can realize the same operation mode as that of the third embodiment.

  As described above, in the present embodiment, the second output side clutch 64 is provided on the output shaft 23. Since the second output side clutch 64 is a one-way clutch, it is small. Therefore, even if the second output side clutch 64 is provided on the output shaft 23, the size of the power transmission device is not increased.

(Fifth embodiment)
A power transmission device according to a fifth embodiment of the present invention is shown in FIG. The fifth embodiment differs from the third embodiment in the configuration of the first output side clutch.

  In the fifth embodiment, the clutch housing 51 of the first output side clutch 50 is formed in a bottomed cylindrical shape, and the engine input shaft 21 is inserted in the hole formed in the center of both bottoms. 21 is provided so as to be coaxial and relatively rotatable. The engaging portion 52 is provided on the inner wall side of the bottom portion of the clutch housing 51 on the engine 10 side. The engaged portion 53 is formed in a disc shape, is accommodated in the clutch housing 51, the center is fixed to the engine input shaft 21, and is coaxial with the engine input shaft 21 so as not to rotate relative to the engine input shaft 21. Is provided.

  One end of the first cylindrical shaft 25 is connected to the center of the bottom of the clutch housing 51 of the first output-side clutch 50 on the first motor 11 side, and the other end is connected to the inner edge of the first drive gear 31. Accordingly, the first cylinder shaft 25 can rotate relative to the engine input shaft 21 together with the clutch housing 51 and the first drive gear 31.

  With this configuration, the engaging portion 52 can connect the engine input shaft 21 and the first drive gear 31 by frictional engagement with the engaged portion 53. When the engine input shaft 21 and the first drive gear 31 are connected, power is transmitted from the engine input shaft 21 to the output shaft 23. When the frictional engagement between the engaging portion 52 and the engaged portion 53 is released, the connection between the engine input shaft 21 and the first drive gear 31 is released, and the power from the engine input shaft 21 to the output shaft 23 is released. Transmission is interrupted.

In the present embodiment, the flywheel 16 is provided between the engine 10 of the engine input shaft 21 and the first output side clutch 50. The flywheel 16 is formed, for example, in a disk shape from metal or the like, and is fixed to the engine input shaft 21 so that it is coaxial with the engine input shaft 21 and cannot be relatively rotated. The flywheel 16 can stabilize the rotation of the engine 10 by acting as an inertial mass.
With the above configuration, the present embodiment can realize the same operation mode as that of the third embodiment.

  As described above, in this embodiment, the flywheel 16 that is separate from the first output side clutch 50 is provided. Thereby, it can be set as a simple structure compared with 3rd Embodiment which gave the function as an inertial mass to the clutch housing 51 of the 1st output side clutch 50. FIG.

(Sixth embodiment)
A power transmission apparatus according to a sixth embodiment of the present invention is shown in FIG. The sixth embodiment is different from the fifth embodiment in the arrangement of the second output side clutch.

The sixth embodiment has a configuration in which the fourth embodiment and the fifth embodiment are combined. That is, the sixth embodiment has a configuration in which the second output side clutch 64 in the fifth embodiment is provided on the output shaft 23 as in the fourth embodiment.
With the above configuration, in the present embodiment, the same operation mode as in the fifth embodiment can be realized.

(Other embodiments)
In the above-described embodiment, an example in which the first drive gear is formed as a high gear and the second drive gear is formed as a low gear is shown. In contrast, in another embodiment of the present invention, the gear ratio between the first drive gear and the second drive gear may be set in any manner.
In another embodiment of the present invention, the input side clutch of the first embodiment may be replaced with a one-way clutch. Further, the input side clutch of the second to sixth embodiments may be replaced with a normal clutch such as a wet clutch, for example, as in the first embodiment, instead of the one-way clutch.

Moreover, in the above-mentioned embodiment, the example which uses a single layer wet clutch as an input side clutch, a 1st output side clutch, and a 2nd output side clutch was shown. On the other hand, in another embodiment of the present invention, a dry clutch or a meshing clutch such as a synchro mechanism may be used as the first output side clutch and the second output side clutch. Further, for example, each of the engaged portions has a plurality of engaged plates, and each of the engaging portions has a plurality of engaging plates, so that the input side clutch, the first output side clutch, and the second output side clutch are multi-layered. You may comprise as a clutch.
Further, in another embodiment of the present invention, the final gear and the shaft member may not be provided, and the output shaft may be connected to the differential gear.
Thus, the present invention is not limited to the above-described embodiment, and can be implemented in various forms without departing from the gist thereof.

DESCRIPTION OF SYMBOLS 1 ... Power transmission device 21 ... Engine input shaft 22 ... Motor input shaft 23 ... Output shaft 31 ... 1st drive gear 32 ... 2nd drive gear 33 ... 1st Driven gear 34 ... second driven gears 40, 43 ... input side clutch 50 ... first output side clutch

Claims (8)

A power transmission device (1) for transmitting power of an engine (10) and a first motor (11) to an axle (14) of a vehicle (100),
An engine input shaft (21) to which one end is connected to the engine and power of the engine is input;
A motor input shaft (22) provided with one end connected to the first motor, to which the power of the first motor is input, and to the other end of the engine input shaft facing the other end of the engine input shaft; ,
An output shaft (23) provided in parallel to the engine input shaft and the motor input shaft and outputting input power to the axle;
A first drive gear (31) provided on the radially outer side of the engine input shaft so as to be coaxial and relatively rotatable with respect to the engine input shaft;
A second drive gear (32) provided radially outside the motor input shaft so as to be coaxial with the motor input shaft;
A first driven gear (33) provided on the radially outer side of the output shaft so as to mesh with the first drive gear and be coaxial with the output shaft;
A second driven gear (34) provided on the radially outer side of the output shaft so as to mesh with the second drive gear and be coaxial with the output shaft;
The engine input shaft and the motor input are provided between the other end of the engine input shaft and the other end of the motor input shaft, and allow or release the connection between the engine input shaft and the motor input shaft. An input side clutch (40, 43) capable of allowing or interrupting transmission of power to and from the shaft;
Provided radially outside the engine input shaft so as to be coaxial with the engine input shaft, and allowing or releasing the connection between the engine input shaft and the first drive gear, the output from the engine input shaft A first output side clutch (50) capable of allowing or interrupting transmission of power to the shaft;
A power transmission device comprising:   Provided radially outside the engine input shaft so as to be coaxial and relatively rotatable with respect to the engine input shaft, one end is connected to the first output side clutch, and the other end is connected to the first drive gear. The power transmission device according to claim 1, further comprising a first cylindrical shaft (25).   The power transmission device according to claim 1 or 2, wherein a second motor (12) is connected to the output shaft, and power of the second motor is input. The second drive gear is rotatable relative to the motor input shaft;
It is provided so as to be coaxial with the motor input shaft, and by permitting or releasing the connection between the motor input shaft and the second drive gear, the transmission of power from the motor input shaft to the output shaft is permitted or The power transmission device according to any one of claims 1 to 3, further comprising a second output side clutch (60, 64) capable of being shut off.   Provided radially outside the motor input shaft so as to be coaxial and relatively rotatable with respect to the motor input shaft, one end connected to the second output side clutch and the other end connected to the second drive gear. The power transmission device according to claim 4, further comprising a second cylindrical shaft (26).   The power transmission device according to claim 4, wherein the second output side clutch (64) is a one-way clutch. The second driven gear is rotatable relative to the output shaft;
A one-way clutch that is provided on the output shaft and allows or interrupts transmission of power from the motor input shaft to the output shaft by allowing or releasing connection between the output shaft and the second driven gear. The power transmission device according to any one of claims 1 to 3, further comprising a second output side clutch (64).   The power transmission device according to any one of claims 1 to 7, wherein the input side clutch (43) is a one-way clutch.

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