JP2017154736A - Transaxle device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce swing of a vehicle body at the time of simultaneous operation of an engine and a first electric motor, suppress the number of components, and enable various traveling modes.SOLUTION: A transaxle device of a vehicle comprises: a first gear set 28 for transmitting power between an engine shaft 11 and an output shaft 14; a second gear set 29 for transmitting power between a motor shaft 12 and the output shaft 14; and a third gear set 32 for transmitting power between the engine shaft 11 and a power generator shaft 13. The first gear set 28 and the second gear set 29 share an idler gear 22 provided in the engine shaft 11, the first gear set 28 is composed of two gears 22, 27 to make the number of meshing thereof one, and the second gear set 29 is composed of three gears 26, 22, 27 to make the number of meshing thereof two.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a transaxle device for a vehicle.

  For example, vehicles having a plurality of travel drive sources such as hybrid vehicles and plug-in hybrid vehicles are known. Hybrid vehicles and plug-in hybrid vehicles include an engine and an electric motor as travel driving sources. In such a hybrid vehicle or the like, a vehicle capable of a parallel traveling mode in which driving wheels are driven simultaneously by both an engine and an electric motor has been developed.

In the hybrid vehicle as described above, for example, the engine and the electric motor are arranged side by side in the left-right direction at the front portion of the vehicle, and the transaxle device connected to the drive shaft that drives the front wheels is interposed between the engine and the electric motor. There are vehicles equipped.
For example, the transaxle device described in FIG. 1 of Patent Document 1 is disposed between an engine and a motor, and is connected to the engine drive shaft, the motor drive shaft, and the drive shaft via a differential device. (Idler shaft 3) are arranged in parallel to each other.

International Publication No. 2009/128288

In the transaxle device disclosed in Patent Document 1, power is transmitted through a gear set including an engine drive shaft and an output shaft consisting of two gears, and the motor drive shaft and the output shaft include two gears. Power is transmitted through another gear set.
Therefore, when both the engine and the motor are driven, the engine drive shaft and the motor drive shaft rotate in the same direction. As a result, the reaction torque received by the vehicle body by the operation of the engine and the reaction torque received by the vehicle body by the operation of the motor may be combined to increase the vibration of the vehicle body.
Further, in a hybrid vehicle, there is a demand for a transaxle device capable of various driving modes such as an EV driving mode, a parallel driving mode, and a series driving mode with a reduced number of parts.

  The present invention has been made to solve such a problem, and it is possible to reduce the vibration of the vehicle body during simultaneous operation of the engine and the electric motor, reduce the number of parts, and perform various driving modes. It is to provide an axle device.

  In order to achieve the above object, the invention of claim 1 is arranged coaxially with a drive shaft of an engine mounted on a vehicle, and arranged in parallel with the first drive shaft connected to the drive shaft. An output shaft that transmits power to the travel drive shaft of the vehicle via a differential, and an electric motor that is arranged in parallel with the output shaft and that is driven by being supplied with electric power from a battery mounted on the vehicle. A second drive shaft connected to one electric motor, and a third drive shaft arranged in parallel or coaxially with the second drive shaft and connected to a second electric motor mounted on a vehicle operating as a generator A first gear set configured by meshing a plurality of gears and transmitting power between the first drive shaft and the output shaft, and a second drive shaft and output shaft configured by a plurality of gears. The second gear set that transmits power between them and the multiple gears And a third gear set configured to transmit power between the first drive shaft and the third drive shaft, wherein the first gear set includes the first gear set and the third gear set. An idler gear provided on the drive shaft and a first gear provided on the output shaft and meshing with the idler gear. The second gear set includes a second gear provided on the second drive shaft, and an idler gear. The first gear and the idler gear mesh with each other, and the idler gear and the second gear mesh with each other. The first gear set and the second gear set share the idler gear. The meshing number of the gears constituting the first gear set is either odd or even, and the meshing number of the gears constituting the second gear set is the other of the odd or even numbers. It is characterized by.

The invention according to claim 2 is characterized in that, in claim 1, the idler gear is provided so as to be able to connect / disconnect power transmission to / from the first engine shaft via power connection / disconnection means. To do.
According to a third aspect of the present invention, in the second aspect, the power connection / disconnection means is a synchronous meshing device.

According to a fourth aspect of the present invention, in any one of the first to third aspects, the number of meshing gears constituting the third gear set is an odd number.
According to a fifth aspect of the present invention, in the fourth aspect, the third drive shaft is coaxially disposed so as to be mutually rotatable via the second drive shaft and the bearing means, and the first gear set is provided. The number of meshing gears is an odd number, and the number of meshing gears constituting the second gear set is an even number.

  According to a sixth aspect of the present invention, in the fourth or fifth aspect, the output shaft is provided with a final gear for transmitting power to the differential, and the third gear and the final gear included in the third gear set are provided. Are overlapped in the axial direction of the first drive shaft.

  In the transaxle device for a vehicle according to claim 1 of the present invention, the number of meshing gears of the first gear set for transmitting power between the first drive shaft connected to the drive shaft of the engine and the output shaft is an odd number. And even number, and the meshing number of the gears of the second gear set that transmits power between the second drive shaft driven by the first electric motor and the output shaft is an odd number or an even number. Therefore, the first drive shaft and the second drive shaft rotate in opposite directions via the output shaft. Accordingly, when the engine and the first electric motor operate simultaneously and their rotational speeds change, the reaction torque received by the vehicle body by the engine and the reaction torque received by the vehicle body by the first electric motor are offset, and the vehicle body (power plant ) Can be reduced.

In particular, when the engine and the first electric motor are arranged horizontally in the vehicle, the gyro moment generated by the operation of the engine and the gyro moment generated by the operation of the first electric motor cancel each other, thereby Turning performance can be improved.
Furthermore, since the first gear group and the second gear group share the idler gear, the number of used gears can be reduced and the number of parts can be reduced.

In addition, since the engine shaft, the first drive shaft, and the output shaft may be arranged so that the first gear and the second gear are engaged with the idler gear, the degree of freedom in arranging these shafts is improved. be able to.
Further, since the first drive shaft and the third drive shaft transmit power through the third gear set, the engine can drive the second electric motor.
Then, an engine direct connection mode in which the travel drive shaft of the vehicle is driven by the engine, an EV travel mode in which the travel drive shaft is driven by the electric motor, a parallel travel mode in which the travel drive shaft is driven by both the engine and the electric motor, and travel by the electric motor. Since a series travel mode in which the drive shaft is driven and the generator is driven by the engine is possible, a transaxle device suitable for a hybrid vehicle can be provided.
In the transaxle device for a vehicle according to claim 2 of the present invention, the power can be transmitted from the engine to the output shaft by connecting the idler gear and the first drive shaft by the power connection / disconnection means. Further, by disconnecting the connection between the idler gear and the first drive shaft by the power connection / disconnection means, the power can be transmitted from the first electric motor to the output shaft while preventing the energy efficiency from being lowered due to the rotation of the engine. . Thus, by switching the connection / disconnection by the power connection / disconnection means, it is possible to switch the traveling drive by the engine and the traveling drive by the first electric motor, and to improve the energy efficiency of the vehicle.

  In the transaxle device for a vehicle according to claim 3 of the present invention, since the power connecting / disconnecting means is a synchronous meshing device, the idler gear and the first drive shaft can be smoothly connected and can be configured compactly. it can. Furthermore, compared with a power transmission means using a general wet multi-plate clutch, friction at the time of non-engagement can be suppressed to improve fuel efficiency, and energy consumption required for switching operation of the power connection / disconnection means can be reduced.

  In the transaxle device for a vehicle according to claim 4 of the present invention, since the meshing number of the gears of the third gear set is an odd number, the first drive shaft and the third drive shaft rotate in opposite directions. As a result, when the engine and the second electric motor are operated simultaneously, the reaction torque received by the vehicle body by the engine and the reaction torque received by the vehicle body by the second electric motor cancel each other, further reducing the shaking of the vehicle body (power plant). can do.

  In the transaxle device for a vehicle according to claim 5 of the present invention, since the meshing number of the gears constituting the first gear set is an odd number and the meshing number of the gears constituting the second gear set is an even number, The second drive shaft and the third drive shaft rotate in the same direction. As a result, the rotational speed difference between the second drive shaft and the third drive shaft can be reduced, and the life of the bearing means interposed between the second drive shaft and the third drive shaft can be reduced. Can be improved.

In addition, since the second drive shaft and the third drive shaft are arranged coaxially, the first motor and the second motor are arranged adjacent to each other, and the housings of these motors are made common and compact. Can be configured.
In the transaxle device for a vehicle according to claim 6 of the present invention, the third gear and the final gear constituting the third gear set are arranged so as to overlap in the axial direction of the first drive shaft. The number of gear trains of the axle device can be suppressed, and the axial dimension can be reduced.

1 is a schematic diagram of a transaxle device according to a first embodiment of the present invention. It is explanatory drawing which shows the meshing state of the gear in the transaxle apparatus of 1st Embodiment. It is explanatory drawing which shows the rotation direction of each axis | shaft in the transaxle apparatus of this embodiment at the time of parallel driving mode. It is a schematic diagram of the transaxle apparatus which concerns on the 2nd Embodiment of this invention. It is a schematic diagram of the transaxle apparatus which concerns on the 3rd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic diagram of a transaxle device according to a first embodiment of the present invention. FIG. 2 is an explanatory view showing a gear meshing state in the transaxle device of the first embodiment. FIG. 2 is a side view of the transaxle device.
The transaxle device 1 according to the first embodiment of the present invention is employed in a hybrid vehicle (hereinafter referred to as a vehicle) in which an engine 2 and an electric motor 3 (first electric motor) are mounted horizontally as a travel drive source. . The vehicle of the present embodiment is an FF vehicle in which the engine 2 and the electric motor 3 are mounted on the front portion of the vehicle, and the drive shaft 4 (traveling drive shaft) that is the front axle is driven.

  As shown in FIG. 1, in the vehicle according to the present embodiment, the engine 2 and the electric motor 3 are spaced apart in the left-right direction of the vehicle with the transaxle device 1 interposed therebetween. A generator 5 (second electric motor) is provided adjacent to the left side of the electric motor 3 in the vehicle. The engine 2, the electric motor 3, the transaxle device 1, and the generator 5 constitute a power plant of the vehicle and are integrally supported by the vehicle body.

The transaxle device 1 includes an engine shaft 11 (first drive shaft) connected to a crankshaft (drive shaft) of the engine 2 via a drive plate 10 and a motor shaft 12 (first drive) driven by the electric motor 3. 2 drive shaft), a generator shaft 13 (third drive shaft) which is a drive shaft of the generator 5, and an output shaft 14.
The engine shaft 11, the motor shaft 12, the generator shaft 13, and the output shaft 14 are arranged so as to extend in the vehicle left-right direction in parallel with each other.

A drive plate 10 is connected to the vehicle right end portion of the engine shaft 11.
The motor shaft 12 is formed in a hollow shape, and a generator shaft 13 is coaxially disposed therein. The generator shaft 13 is formed longer than the motor shaft 12, and both end portions protrude outward from the motor shaft 12. Bearings 15 (bearing means) are provided between the motor shaft 12 and the generator shaft 13 inside both ends of the motor shaft 12. The bearing 15 supports the motor shaft 12 and the generator shaft 13 so as to be rotatable relative to each other. The motor shaft 12 and the generator shaft 13 are each protruded from the transaxle device 1 at the left end of the vehicle, and the vicinity of the left end of the motor shaft 12 is connected to the electric motor 3. The vicinity of the end is connected to the generator 5.

Further, the transaxle device 1 is provided with a differential device 16 that distributes power to the left and right drive shafts 4.
The output shaft 14 is configured to be able to transmit power to the differential device 16 via a final gear 20 provided near the right end of the vehicle.
An engine shaft fixed gear 21 (third gear) and an idler gear 22 are arranged on the engine shaft 11 in order from the vehicle right side (engine 2 side).

  The engine shaft fixing gear 21 is fixed to the engine shaft 11 and rotates as the engine shaft 11 rotates. The idler gear 22 is supported so as to be rotatable with respect to the engine shaft 11. Furthermore, the engine shaft 11 is provided with a synchronizer 23 (synchronous meshing device, power connection / disconnection means) that can be switched between connection and disconnection of the engine shaft 11 and the idler gear 22. The synchronizer 23 can be switched by an actuator (not shown) or the like.

A motor shaft fixed gear 26 (second gear) is provided in the vicinity of the vehicle right end portion of the motor shaft 12. The motor shaft fixed gear 26 is fixed to the motor shaft 12 and is configured to rotate together with the motor shaft 12. Further, the motor shaft fixing gear 26 and the idler gear 22 are arranged so as to coincide with each other in the axial direction of the engine shaft 11 so as to mesh with each other.
Further, an output shaft fixed gear 27 (first gear) is provided in the vicinity of the vehicle left end portion of the output shaft 14. The output shaft fixing gear 27 is fixed to the output shaft 14 and is configured to rotate together with the output shaft 14. Further, the output shaft fixing gear 27 and the idler gear 22 are arranged so as to coincide with each other in the axial direction of the engine shaft 11 so as to mesh with each other. The idler gear 22 and the output shaft fixed gear 27 constitute a first gear set 28. That is, as shown in FIGS. 1 and 2, the engine shaft 11 and the output shaft 14 are configured to be able to transmit power via a first gear set 28 having two gears 22 and 27 and having a single meshing number. ing. Here, the number of meshes represents the number of times that the rotation direction of the gear is switched by the transmission of power from a plurality of gears, and the number of times the teeth of the gears contact each other. Absent.

Further, the motor shaft fixed gear 26, the idler gear 22 and the output shaft fixed gear 27 constitute a second gear set 29. That is, the motor shaft 12 and the output shaft 14 are configured to be able to transmit power via a second gear set 29 which is composed of three gears 26, 22 and 27 and has two meshing numbers.
A generator shaft fixing gear 31 is provided in the vicinity of the vehicle right end portion of the generator shaft 13. The generator shaft fixing gear 31 is fixed to the generator shaft 13 and is configured to rotate together with the generator shaft 13. Further, the generator shaft fixing gear 31 and the engine shaft fixing gear 21 are arranged so as to coincide with each other in the axial direction of the engine shaft 11 so as to mesh with each other. The engine shaft fixed gear 21 and the generator shaft fixed gear 31 constitute a third gear set 32. In other words, the engine shaft 11 and the generator shaft 13 are configured so as to be able to transmit power through the third gear set 32 which is composed of two gears 21 and 31 and has one meshing number.

Further, the final gear 20 provided on the output shaft 14 and the engine shaft fixing gear 21 are arranged so as to overlap in the axial direction of the engine shaft 11 although they are not meshed with each other.
With the configuration as described above, in the transaxle device 1 of the present embodiment, the engine shaft 11 and the generator shaft 13 are configured so that power can always be transmitted via the third gear set 32, and the motor shaft 12 and the output shaft 14. Is configured so that power can always be transmitted via the second gear set 29. The operation of the synchronizer 23 is controlled so that the engine shaft 11 and the idler gear 22 are not connected, and electric power is supplied from a battery (not shown) mounted on the vehicle to drive the electric motor 3, so that the electric motor 3 travels. EV driving mode to drive is possible. At this time, by driving the engine 2 in accordance with an increase in required power of the electric motor 3 or a decrease in the charging rate of the battery, the generator 2 can be driven by the engine 2 to generate electric power. Power supply and battery charging are possible, and thus the series travel mode is possible.

  In addition, by controlling the operation of the synchronizer 23 and connecting the engine shaft 11 and the idler gear 22, power can be transmitted between the engine shaft 11 and the output shaft 14 via the first gear set 28. As a result, an engine direct connection mode in which the vehicle is driven by the engine 14 is enabled. At this time, by further driving the electric motor 3, a parallel traveling mode in which power is transmitted from both the engine 2 and the electric motor 3 to the output shaft 14 to drive the traveling becomes possible.

FIG. 3 is an explanatory diagram showing the rotation direction of each axis in the transaxle device 1 in the parallel traveling mode.
FIG. 3 shows the rotation direction of each axis when the vehicle is advanced in the parallel travel mode. Hereinafter, the rotation direction that is the same as the rotation direction of the drive shaft 4 when the vehicle is advanced is referred to as forward rotation, and the rotation direction opposite to the normal rotation is referred to as reverse rotation.

As shown in FIG. 3, when the vehicle is advanced, the drive shaft 4 is rotated forward and the output shaft 14 is rotated backward.
Since the second gear set 29 for transmitting power between the motor shaft 12 and the output shaft 14 is composed of three gears 26, 22 and 27, and the number of meshes is two, the motor shaft Reference numeral 12 denotes rotation in the same direction as the output shaft 14, that is, reverse rotation. In addition, since the first gear set 28 for transmitting power between the engine shaft 11 and the output shaft 14 is composed of two gears 22 and 27 and has only one mesh, the engine shaft 11 outputs power. The rotation in the direction opposite to that of the shaft 14, that is, forward rotation. In addition, since the third gear set 32 for transmitting power between the generator shaft 13 and the engine shaft 11 is composed of two gears 21 and 31 and has only one engagement, the generator shaft 13 is an engine. The rotation is opposite to that of the shaft 11, that is, the rotation is reversed.

  Thus, in the parallel travel mode, the engine shaft 11 rotates in the forward direction and the motor shaft 12 rotates in the reverse direction. Therefore, when the rotational speed of the engine 2 or the electric motor 3 changes, the reaction torque received by the vehicle body by the engine 2 and electric The reaction torque received by the vehicle body by the motor 3 is in the opposite direction, and these reaction torques are canceled out, and the vibration of the vehicle body, specifically, the power plant can be reduced.

  Note that when the engine 2 is operated, a gyro moment is generated mainly by rotation of a flywheel provided on the crankshaft. Further, when the electric motor 3 is operated, a gyro moment is similarly generated by the rotating weight member. In a vehicle in which the engine 2 and the electric motor 3 are arranged horizontally, such a gyro moment acts in a direction to suppress the turning of the vehicle (rotational movement in the yaw direction), and the steering feeling during turning of the vehicle is reduced. There is a risk of worsening. Such a phenomenon is particularly strong when the engine 2 or the electric motor 3 is driven at a high rotational speed, which may reduce the turning performance of the vehicle. On the other hand, in the present embodiment, as described above, the engine shaft 11 and the motor shaft 12 rotate in the opposite directions, so that the generated gyro moments cancel each other and the turning performance of the vehicle can be improved.

  Further, as described above, the engine shaft 11 and the generator shaft 13 rotate in directions opposite to each other. Therefore, when the rotational speed of the engine 2 or the generator 5 changes, the reaction torque received by the vehicle body by the engine 2 and the power generation The reaction torque received by the vehicle body by the machine 5 is offset, so that the vehicle body shake can be further reduced, and the gyro moments can be canceled each other to further improve the turning performance of the vehicle.

  Further, both the motor shaft 12 and the generator shaft 13 arranged on the same axis are reversely rotated, and thus rotate in the same direction. As a result, the bearing 15 that rotatably supports the motor shaft 12 and the generator shaft 13 can greatly reduce the rotational speed difference compared to the case where the motor shaft 12 and the generator shaft 13 rotate in opposite directions. Can improve the service life.

  Moreover, since the motor shaft 12 and the generator shaft 13 are coaxially disposed, the electric motor 3 and the generator 5 can be disposed adjacent to each other, and these housings can be shared to form a compact configuration. Thereby, the whole structure of the power plant containing the electric motor 3 and the generator 5 can be comprised compactly, and the mounting performance to a vehicle can be improved. Alternatively, the size of the electric motor 3 and the generator 5 can be reduced, so that the size of the electric motor 3 can be increased, and the motor output can be improved without deteriorating the mountability on the vehicle.

  In the present embodiment, the first gear set 28 provided in the power transmission path from the engine shaft 11 to the output shaft 14 includes two gears 22 and 27, and the power from the motor shaft 12 to the output shaft 14. The second gear set 29 provided in the transmission path is composed of three gears 26, 22, and 27, and the first gear set 28 and the second gear set 29 share the idler gear 22. Therefore, the number of used gears can be suppressed, and the parts cost and weight of the transaxle device 1 can be reduced. Further, by sharing the idler gear 22, the first gear set 28 and the second gear set 29 can be made compact and simple. Further, the engine shaft 11, the motor shaft 12, and the output shaft 14 may be arranged so that the motor shaft fixed gear 26 and the output shaft fixed gear 27 are engaged with the idler gear 22. For example, the engine shaft 11 and the output shaft 14 are arranged. The motor shaft 12 can be freely set on the circumference around the engine shaft 11 even if the position of the motor shaft 12 is constrained in advance. Therefore, the freedom degree of arrangement | positioning of the engine shaft 11, the motor shaft 12, and the output shaft 14 can be improved.

  Further, since the final gear 20 and the engine shaft fixed gear 21 are arranged so as to overlap in the axial direction of the engine shaft 11, the gears (21, 31, 20, 26, 22, 27) of the transaxle device 1 are arranged. Can be grouped into two rows in the axial direction of the engine shaft 11, the size of the transaxle device 1 in the axial direction (the vehicle left-right direction) can be suppressed, and the size can be reduced. be able to.

  In the present embodiment, by changing the motor shaft fixed gear 26, the reduction ratio of the second gear set 29 can be changed without affecting the reduction ratios of the other gear sets 28, 32. By changing the generator shaft fixed gear 31 and the engine shaft fixed gear 21, the reduction ratio of the third gear set 32 can be changed without affecting the reduction ratios of the other gear sets 28 and 29. The reduction ratios of the gear sets 28, 29, and 32 can be easily set.

In the present embodiment, the power transmission / reception means (synchronizer 23) switches the power transmission / reception between the idler gear 22 and the engine shaft 11. Therefore, when the synchronizer 23 is disconnected in the EV traveling mode or the like, It is possible to prevent a decrease in energy efficiency due to the accompanying rotation.
Furthermore, since the synchronizer 23 is used as the power connection / disconnection means, it can be made compact compared to the case where a wet multi-plate clutch widely used for power connection / disconnection is used, and at the time of disconnection. Thus, it is possible to suppress the friction in the EV driving mode, and thus it is possible to improve the fuel consumption in the EV driving mode. Further, when the synchronizer 23 is driven by an electric actuator, for example, the electric actuator only needs to be operated at the time of connection / disconnection switching, and it is not necessary to operate the electric actuator for holding, so that energy consumption can be suppressed.

In addition, this invention is not limited to the said embodiment.
For example, the transaxle device 40 of the second embodiment shown in FIG. 4 is different from the transaxle device 1 of the first embodiment in that the motor shaft 12 and the generator shaft 13 are not coaxially arranged. Different. Even in such a configuration, the number of meshing gears of the first gear set 28, the second gear set 29, and the third gear set 32 is the same as the number of gear meshing in the first embodiment. The motor shaft 12 and the generator shaft 13 are rotated in opposite directions with respect to the engine shaft 11. Therefore, the reaction torque received by the vehicle body due to the change in the rotation speed of the engine 2 and the reaction torque received by the vehicle body due to the change in the rotation speeds of the electric motor 3 and the generator 5 are offset to reduce the vibration of the vehicle body (power plant). In addition, it is possible to obtain at least the effect of canceling the gyro moment and improving the turning performance of the vehicle.

  In addition, the transaxle device 50 of the third embodiment shown in FIG. 5 divides the engine shaft 11 of the transaxle device 1 of the first embodiment between the engine shaft fixed gear 21 and the idler gear 22 to provide an engine. The first engine shaft 11a connected to the second crankshaft and the second engine shaft 11b connected to the idler gear 22 can be switched between the first engine shaft 11a and the second engine shaft 11b. It is good also as a structure connected by the power connection / disconnection apparatuses 55 (power connection / disconnection means), such as a synchronizer and a clutch. In the third embodiment, the idler gear 22 is fixed to the second engine shaft 11b and is configured to rotate together with the second engine shaft 11b. Thus, the power connection / disconnection device 55 is controlled in place of the synchronizer 23 in the first embodiment, and the power connection / disconnection between the engine 2 and the idler gear 22 can be switched, which is the same as in the first embodiment. The rotation directions of the shafts 11, 12, 13, and 14 are set, so that the vibration of the vehicle body can be suppressed and the life of the bearing 15 can be improved.

  Further, in the above embodiment, the first gear set 28 is constituted by the two gears 22 and 27 and the number of meshes is one, and the second gear set 29 is the three gears 26, 22 and 27. And the number of meshes is two, and the third gear set 32 is composed of two gears 21 and 31, and the number of meshes is one. However, the first gear set 28 and the third gear If the number of meshes of the gears of the set 32 is one of an odd number and an even number, and the number of meshes of the second gear set 29 is the other of the odd number and the even number, the number of gears may be increased. However, the above embodiment has the smallest number of gears and is desirable from the viewpoint of suppressing the number of parts and improving transmission efficiency.

  The present invention can also be applied to FR vehicles and RR vehicles, and can be widely applied to vehicles that can be driven by an engine and an electric motor.

1, 40, 50 Transaxle device 2 Engine 3 Electric motor (first electric motor)
5 Generator (second motor)
11 Engine shaft (first drive shaft)
12 Motor shaft (second drive shaft)
13 Generator shaft (third drive shaft)
14 Output shaft 15 Bearing (bearing means)
20 Final gear 21 Engine shaft fixed gear (third gear)
22 idler gear 23 synchronizer (synchronous meshing device, power connection / disconnection means)
26 Motor shaft fixed gear (second gear)
27 Output shaft fixed gear (first gear)
28 1st gear set 29 2nd gear set 32 3rd gear set 55 Power connection / disconnection device (power connection / disconnection means)

Claims (6)

A first drive shaft that is coaxially arranged with a drive shaft of an engine mounted on a vehicle and connected to the drive shaft;
An output shaft that is arranged in parallel with the first drive shaft and transmits power to the travel drive shaft of the vehicle via a differential;
A second drive shaft that is arranged in parallel with the output shaft and connected to a first electric motor that operates as an electric motor that is driven by power supplied from a battery mounted on the vehicle;
A third drive shaft that is arranged in parallel or coaxially with the second drive shaft and is connected to a second electric motor mounted on the vehicle that operates as a generator, and is configured by meshing a plurality of gears. A first gear set for transmitting power between a first drive shaft and the output shaft;
A second gear set configured by meshing a plurality of gears and transmitting power between the second drive shaft and the output shaft;
A third gear set configured by meshing a plurality of gears and transmitting power between the first drive shaft and the third drive shaft;
A vehicle transaxle device comprising:
The first gear set includes an idler gear provided on the first drive shaft, and a first gear provided on the output shaft and meshing with the idler gear.
The second gear set includes a second gear provided on the second drive shaft, the idler gear, and the first gear, and the first gear and the idler gear mesh with each other. The idler gear and the second gear are configured to mesh with each other,
The first gear set and the second gear set share the idler gear,
The meshing number of the gears constituting the first gear set is one of an odd number and an even number, and the meshing number of the gears constituting the second gear set is the other of the odd number and the even number. A transaxle device for a vehicle.   2. The vehicle transaxle device according to claim 1, wherein the idler gear is provided to be capable of switching connection / disconnection of power to / from the first drive shaft via power connection / disconnection means. .   The transaxle device for a vehicle according to claim 2, wherein the power connection / disconnection means is a synchronous meshing device.   The transaxle device for a vehicle according to any one of claims 1 to 3, wherein the number of meshing gears constituting the third gear set is an odd number. The third drive shaft is coaxially disposed so as to be mutually rotatable via the second drive shaft and bearing means,
5. The transaxle for a vehicle according to claim 4, wherein the number of meshes of the gears constituting the first gear set is an odd number, and the number of meshes of the gears constituting the second gear set is an even number. apparatus. The output shaft is provided with a final gear that transmits power to the differential.
6. The vehicle according to claim 4, wherein the third gear included in the third gear set and the final gear are arranged so as to overlap in the axial direction of the first drive shaft. Transaxle device.

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