JP2017193320A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an auxiliary transmission having a high power transmission efficiency in an electric CVT driving device for vehicle using an engine, two motor generators and planetary gears.SOLUTION: A driving device for vehicle comprises: planetary gears 20 which can divide a power input from a crank shaft 2, and which includes a first rotation element connectable to gear drive shafts 30, 44, a second rotation element connected to an intermediate shaft 34, and a third rotation element connected to a first motor generator 36; a first transmission mechanism disposed between the gear drive shafts 30, 44 and an output shaft 40, and providing at least a transmission ratio of one stage; a second transmission mechanism disposed between the intermediate shafts 34 and the output shaft 40, and providing multiple transmission ratios by switching dog clutches 54, 48c, 50c; a second motor generator 56 connected to the output shaft 40; and a one-way clutch 32 disposed between the input shaft 10 and the gear drive shafts 30, 44.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive device for a so-called hybrid vehicle in which an internal combustion engine (engine) and a transmission are provided with two motor generators (hereinafter referred to as MG).

  Conventionally, in this type of automobile drive device, the power of the engine is divided by a first planetary gear device, one of the power drives the transmission member, and the other drives the first electric motor (MG). An example is known in which a stepped sub-transmission is added to a so-called electric CVT (continuously variable transmission) in which a second motor (MG) drives a transmission member with electric power generated by one motor. (For example, see Patent Document 1).

Japanese Patent No. 4306646

  However, in the above conventional automobile drive device, the second and third planetary gears and a plurality of engaging elements such as brakes and clutches acting hydraulically are used as the sub-transmission, so that the hydraulic pump is driven. Both the power required to do this and the drag resistance of the brakes and clutches in the non-operating state are lost, causing a problem that power transmission efficiency is reduced.

The problem to be solved is that power transmission efficiency is reduced because a plurality of engagement elements such as brakes and clutches that are operated by hydraulic pressure are used.
An object of the present invention is to obtain an auxiliary speed change mechanism with less energy loss, and to enable an automobile to improve environmental performance and fuel consumption required by society.

  The vehicle drive device of the present invention can divide the power input from the crankshaft of the engine, and can be connected to the crankshaft via the input shaft and can be connected to the gear drive shaft, an intermediate shaft, A planetary gear having a second rotating element connected and a third rotating element connected to a first motor / generator, and a first gear shift between a gear drive shaft and an output shaft to obtain a gear ratio of at least one stage. A second transmission mechanism that is between the intermediate shaft and the output shaft and obtains a plurality of gear ratios by switching the dog clutch; a second motor / generator coupled to the output shaft; an input shaft and a first transmission mechanism; And a one-way clutch interposed between the two.

The automobile drive device of the present invention can obtain a sub-transmission mechanism with high power transmission efficiency and easy shift control, and in combination with this, the characteristics as an electric CVT, environmental performance such as automobile exhaust, Fuel consumption can be improved.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 4 of this invention.

DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on examples. In addition, although what is shown by (circle) on an axis | shaft by each skeleton in a figure attaches | subjects a code | symbol and does not demonstrate, it shows a bearing, respectively.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The automobile drive device of the first embodiment includes an input shaft 10 that receives power from a crankshaft 2 of an engine 1 via a damper 3, and the input shaft 10 is connected to a planetary gear 20.
That is, the planetary gear 20 is generally called a single pinion type, and includes a sun gear 22, a ring gear 24, and a carrier 28 that rotatably supports a plurality of pinions 26 meshed with the sun gear 22 and the ring gear 24. It consists of three rotating elements.

Here, the carrier 28 constitutes the first rotating element of the present invention and is connected to the input shaft 10, and the input shaft 10 can be connected to the gear drive shaft 30 via a one-way clutch (hereinafter referred to as OWC) 32. In the first embodiment, a second-speed hub 44 described later also serves as the gear drive shaft 30.
The OWC 32 constitutes the one-way clutch of the present invention, and transmits power (the input shaft 10 and the second-speed hub 44 are connected) when the engine 1 drives the second-speed hub 44 with the power. On the contrary, when the rotational speed of the second-speed hub 44 is higher than that of the input shaft 10, the two-speed hub 44 functions so that the two-speed hub 44 can freely rotate with respect to the input shaft 10.

The ring gear 24 constitutes the second rotating element of the present invention and is connected to the intermediate shaft 34. The intermediate shaft 34 is a hollow shaft, through which the input shaft 10 passes.
Further, the sun gear 22 constitutes a third rotating element of the present invention, and is connected to a rotor 36 a of a first motor generator (hereinafter referred to as a first MG) 36 disposed on the radially outer side of the planetary gear 20.
The first MG 36 includes a rotor 36 a connected to the sun gear 22 and a stator 36 b fixed to the case 38.
The output shaft 40 arranged in parallel with the input shaft 10 is integrated with an output gear 40a, and the output gear 40a can drive the wheels of the automobile via a mating gear (not shown).

First, the first transmission mechanism will be described.
Between the input shaft 10 and the output shaft 40, there is a first speed change mechanism having a second speed driven gear 42b integral with the output shaft 40, a second speed drive gear 42a meshing with the input shaft 10 and rotatable on the input shaft 10. Is arranged.
The input shaft 10 is provided with a two-speed hub 44 connected via the above-described OWC 32 and a two-speed sleeve 46 whose rotational direction is integrated with the two-speed hub 44 and is movable in the axial direction. 1 moves to the left from the neutral position depicted in FIG. 1 so that its internal teeth mesh with the dog teeth 42c of the second-speed drive gear 42a to connect the input shaft 10 and the second-speed drive gear 42a.
Therefore, the second-speed sleeve 46 moves to the left in the axial direction, so that power can be transmitted between the gear drive shaft 30 and the output shaft 40 at a second-speed gear ratio.

Next, the second speed change mechanism will be described.
Between the intermediate shaft 34 and the output shaft 40, a first-speed drive gear 48 a integral with the intermediate shaft 34, a first-speed driven gear 48 b meshed with the intermediate shaft 34 and rotatable on the output shaft 40, and an integral with the intermediate shaft 34 A second speed change mechanism having a third speed driving gear 50a and a third speed driven gear 50b that meshes with the third speed driving gear 50a and is rotatable on the output shaft 40 is disposed.

The output shaft 40 is provided with a 1-3 hub 52 connected to the output shaft 40, and a 1-3 sleeve 54 whose rotational direction is integrated with the 1-3 hub 52 and is movable in the axial direction. The sleeve 54 moves to the left side from the neutral position depicted in FIG. 1 so that its internal teeth mesh with the dog teeth 48c of the first speed driven gear 48b, connect the first speed driven gear 48b and the output shaft 40, and move to the right side. As a result, the inner teeth mesh with the dog teeth 50c of the third-speed driven gear 50b to connect the third-speed driven gear 50b and the output shaft 40.
The 1-3 sleeve 54, the dog teeth 50c, and the dog teeth 52c constitute the dog clutch of the present invention.
Therefore, the 1-3 sleeve 54 can transmit power between the intermediate shaft 34 and the output shaft 40 at a gear ratio of 1st speed and 3rd speed by moving to the left and right in the axial direction.

The second speed sleeve 46 and the 1-3 sleeve 54 can be moved in the axial direction by a shift fork (not shown).
Although not shown, a synchronizing device can be provided between each of the second-speed sleeves 46 and the 1-3 sleeve 54 and the mating gear to which each is connected.
The first transmission mechanism and the second transmission mechanism described above are mechanically driven and have basically the same configuration and operation as a general manual transmission. The details of the operation may be omitted in the description.

A second motor generator (hereinafter referred to as a second MG) 56 disposed in parallel with the input shaft 10 and the output shaft 40 can drive the output shaft 40.
That is, the second MG 56 includes a rotor 56 a connected to the drive gear 58 and a stator 56 b fixed to the case 38. The drive gear 58 is a two-speed driven unit integrated with the output shaft 40 via the intermediate gear 60. The gear 42a can be driven.

Next, the operation of the automobile drive device of the first embodiment shown in FIG. 1 will be described.
Although not shown in the figure, the automobile drive device shown in FIG. 1 includes a battery, various sensors, a controller, an actuator, and the like as necessary to operate this, and the following operations are based on instructions from the controller. Done.
In the following description, “forward rotation” means rotation in the same rotational direction as the engine 1 or in the direction in which the vehicle moves forward, and “reverse rotation” is the opposite.

The vehicle drive apparatus shown in FIG. 1 can drive a vehicle in three types of drive modes: EV mode, HV mode, and gear shift mode as follows.
First, in the EV mode, the output shaft 40 is driven by the second MG 56 with power supplied from the battery. By moving the second MG 56 forward or backward, it is possible to travel forward or backward.

Next, the first-speed driving in the HV mode from the start of the engine 1 while the vehicle is stopped will be described.
When the engine 1 is stopped, the second speed sleeve 46 is neutral and the 1-3 sleeve 54 is moved to the left, and the first MG 36 is rotated in the normal direction. The crankshaft 2 connected via the engine rotates, and can be started by supplying fuel to the engine 1 and performing an ignition operation.

When the engine 1 is started, its power is divided into two by the planetary gear 20, one of which drives the first MG 36 from the sun gear 22 to generate electric power, and the remaining power is from the ring gear 24 to the first speed drive gear 48a, first speed. The output shaft 40 is driven via the driven gear 48b.
The electric power generated by the first MG 36 is supplied to the second MG 56 through the controller, and the second MG 56 drives the output shaft 40 via the drive gear 58, the intermediate gear 60, and the second speed driven gear 42b.
Therefore, the output shaft 40 is driven from the first speed driven gear 48b and the second speed driven gear 42b to advance the automobile.

When the torque and rotational speed of the engine 1 are constant, the rotational speed of the sun gear 22 and the first MG 36 is higher than the rotational speed when the rotational speed of the output shaft 40 and the second MG 56 is low, and therefore the generated power of the first MG 36 is The torque generated by the second MG 56 that receives the power supply and drives the output shaft 40 is large.
Then, as the rotational speed of the output shaft 40 and the second MG 56 gradually increase, the rotational speed of the first MG 36 and the generated power decrease, and the torque generated by the second MG 56 also decreases. The output shaft 40 is driven by the action.
This state is the first speed traveling in the HV mode.

Next, the shift from the first speed to the second speed in the gear shift mode will be described.
When the vehicle speed further increases in the traveling at the first speed, the rotational speed of the first MG 36 eventually becomes 0 (zero), and further reversely rotates.

In the vicinity of the speed ratio (rotational speed of the input shaft 10 / rotational speed of the output shaft 40) as an electric CVT at which the rotational speed of the first MG 36 becomes 0, the gear ratio of the second speed (the teeth of the second speed driven gear 42b). The number of teeth of the number / 2-speed drive gear 42a) is set in advance.
That is, the OWC 32 is released when the speed ratio of the electric CVT becomes slightly smaller than the speed ratio of the second speed. Here, the second speed sleeve 46 is moved to the left to connect the gear drive shaft 30 and the second speed drive gear 42a.

When the movement of the second-speed sleeve 46 is finished and immediately after the power generation of the first MG 36 and the driving by the second MG 56 are stopped, the torque of the input shaft 10 acts on the second-speed driving gear 42a, so that the driving is automatically switched to the second-speed driving. In other words, there is an effect of the OWC 32, and seamlessly changes from the first speed to the second speed traveling in the gear shift mode.
Of course, since driving is performed via the OWC 32, traveling at the second speed is possible only when driving from the engine 1.

Next, shifting from the second speed to the third speed will be described.
During the driving at the second speed, the torque hardly acts on the first MG 36, so the 1-3 sleeve 54 is moved neutrally here. Then, the rotation speed of the first MG 36 is changed under the control of the controller, and the third speed driven gear 50 b is controlled to be the same as the rotation speed of the output shaft 40. Subsequently, when the 1-3 sleeve 54 is moved rightward to connect the 3rd speed driven gear 50b and the output shaft 40, the state is switched to a state where the 3rd speed can be driven. Here, when the first MG 36 is caused to generate electric power again and the electric power is supplied to the second MG 56 to drive the output shaft 40, the speed is switched to the third speed in the HV mode.

The third speed in the HV mode is different from the first speed described above only in the gear ratio between the intermediate shaft 34 and the output shaft 40, and as described in the first speed, the output shaft is operated as a so-called electric CVT. 40 is driven.
That is, while the second speed sleeve 46 remains connected to the second speed drive gear 42a, the second speed gear 46a is seamlessly switched to the third speed of the HV mode in which the speed ratio of the electric CVT is smaller than the speed ratio of the second speed.
Therefore, between the 2nd speed in the gear shift mode and the 3rd speed in the HV mode with a smaller speed ratio, the switching from the 2nd speed to the 3rd speed and the switching from the 3rd speed to the 2nd speed are performed by the first MG 36. It can be changed seamlessly by controlling the power generation.

Next, a case will be described in which the HV mode is switched from the 3rd speed to the 1st speed in a state where the engine 1 outputs a high output due to a sudden change in operating conditions.
In this case, if the power generation by the first MG 36 is reduced under the control of the controller while maintaining the output of the engine 1, the rotational speed of the input shaft 10 is increased automatically and seamlessly to the second gear shift mode. Switch. The power generation by the first MG 36 is stopped at the second speed in the gear shift mode.

  In the second speed state of the gear shift mode, the torque acting on the first MG 36 and the 1-3 sleeve 54 disappears. Therefore, the 1-3 sleeve 54 is moved to the left to be neutral, and immediately, the first MG 36 is controlled by the controller. Is changed to an electric CVT speed ratio equal to the speed ratio of the second speed in the first speed of the HV mode, and the 1-3 sleeve 54 is moved to the left to be in the connected state of the first speed.

Then, the first MG 36 is caused to generate electric power again, the electric power is supplied to the second MG 56 to drive the output shaft 40, and the speed ratio of the electric CVT is slightly lower than the speed ratio of the second speed, and the torque acting on the OWC 32 is eliminated. When the second speed sleeve 46 is neutral, it switches to the first speed of the HV mode.
Of course, since the second speed of the gear shift mode is temporarily passed during the shift, the driving torque from the engine 1 can be switched from the third speed of the HV mode to the first speed without interruption, and the second speed of the gear shift mode. Switching from the first speed to the first speed in the HV mode can be performed seamlessly by the action of the OWC 32.

Next, a case where braking is performed while traveling at the third speed in the HV mode and a case where switching from the third speed to the first speed is performed during braking will be described.
When braking while driving in the third speed in the HV mode, the engine 1 is immediately stopped and the second MG 56 is caused to generate electric power. The generated electric power is directed to the charging of the battery, and the electric power stored in the battery is then used in the EV mode or the like. So-called energy regeneration is used to accelerate the process.

During braking by this energy regeneration, torque does not act on the first MG 36 and the 1-3 sleeve 54, so that it is neutral, and the rotational speed of the first MG 36 is adjusted in the same manner as described above to move the 1-3 sleeve 54 to the left. To the 1st gear. In this case, the second speed sleeve 46 is made neutral according to the situation.
Of course, after switching to the first speed, braking by energy regeneration can be continued, or the engine 1 can be started and accelerated at the first speed.

Here, starting of the running engine 1 will be described.
While the engine 1 is stopped, the first MG 36 generates power regardless of whether the 1-3 sleeve 54 is in the first speed or the third speed, thereby causing the crankshaft 2 to rotate forward via the carrier 28 and the engine 1. 1 can be started.

  Next, when the engine 1 is rotated and the first MG 36 is caused to generate electric power during reverse travel in which the second MG 56 is reversely rotated, a reaction torque in the forward direction is generated in the ring gear 24, and this is also generated in the forward direction in the output shaft 40. The torque in the reverse direction produced by the second MG 56 is attenuated by the action of the torque of. Therefore, in order to reduce this killing effect, the torque in the forward direction acting on the output shaft 40 can be reduced by moving the 1-3 sleeve 54 to the right and making it the same connection as the third speed.

  The second speed in the gear shift mode is a position for switching between the first speed and the third speed in the HV mode. However, as a mechanical drive with a fixed transmission ratio with high power transmission efficiency, driving conditions advantageous for fuel consumption Needless to say, it is used for steady driving.

The above is the outline of the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
Although the frictional clutch is not used at all while adding the function as an auxiliary transmission of 1st speed and 3rd speed to the electric CVT in the HV mode, there is no loss or non- Since there is no loss of drag resistance due to the actuating multi-plate clutch or brake, the power transmission efficiency is improved and the fuel efficiency of the vehicle is improved.

Further, in connection with the use of the OWC 32 instead of the friction clutch, since the drive mode can be seamlessly switched as described above, there is a merit that there is no sense of incongruity like a shift shock and shift control is easy.
The second speed change mechanism as the auxiliary transmission has a simple structure and is light in weight, which is advantageous in terms of fuel consumption in this respect and can also reduce the manufacturing cost.
Further, since the second MG 56 is connected to the output shaft 40 without passing through the second speed change mechanism of the first speed and the third speed, the second speed change mechanism does not require a large strength, so that it can be reduced in size and weight, and the sudden driving conditions are reduced. There is also an advantage that the shift control relating to the change is easy.

  Although FIG. 1 has been described with a configuration suitable for a so-called horizontal engine front-wheel drive vehicle, it is of course applicable to a rear-wheel drive vehicle in which the engine is mounted at the rear of the vehicle, and the output shaft 40 has a front wheel. If it is driven and the second MG 56 is separated from the drive device and provided on the rear wheel side to drive the rear wheel, it is possible to adopt a four-wheel drive configuration as a whole.

  A releasable one-way clutch may be used instead of the second-speed sleeve 46 and the OWC 32. This can be switched between a mode in which one rotation is locked as in a general one-way clutch and a release mode in which rotation in both directions can be freely performed. A similar function can be achieved by switching between releasing and locking the one-way clutch instead of moving.

Next, an automobile drive device according to a second embodiment of the present invention will be described.
FIG. 2 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

The difference between the second embodiment and the first embodiment is that first, in the HV mode, in addition to the first speed and the third speed, the fifth speed and the reverse speed are added, and in the gear transmission mode, the fourth speed is added in addition to the second speed. It is.
The second difference is that an independent gear drive shaft 30 (which differs in configuration from the second-speed hub 44 of the first embodiment) is provided, and the intermediate shaft 34 is separated from the intermediate shaft 34 in parallel.
The input shaft 10 and the gear drive shaft 30 are connected by a second drive gear 62, a second intermediate gear 64, and a second driven gear 66. In FIG. 2, the second intermediate gear 64 and the second driven gear 66 are drawn away from each other for convenience, but actually they are engaged with each other as indicated by a chain line.

The third difference is that the planetary gear 20, the first MG 36, and the OWC 32 are arranged differently, and the OWC 32 is provided between the second driven gear 66 and the gear drive shaft 30, but there is no particular difference in the connection relationship.
Although the second MG 56 is arranged on the right side of the drive gear 58 to reduce the size of the entire apparatus, the connection relationship is the same as that of the first embodiment.
Details will be described below. Although the names of the hubs and sleeves are slightly different from those in the first embodiment, the reference numerals are the same as those in the first embodiment.

The arrangement of each axis is as follows.
The newly provided gear drive shaft 30 and the reverse shaft 68 are disposed in parallel with the input shaft 10 and the output shaft 40, and the intermediate shaft 34 is disposed on the left side of the same axis center as the input shaft 10.
The arrangement and connection relationship of individual gears and the like are as follows.
The first-speed drive gear 48a and the first-speed driven gear 48b are arranged at the left end in the axial direction, and the first-speed hub 52 and the first-speed sleeve 54 are dedicated to the first speed, but their connection relationship is the same as in the first embodiment. .

A first transmission mechanism having a plurality of shift stages is provided between the gear drive shaft 30 and the output shaft 40. In the first transmission mechanism, in addition to the second-speed drive gear 42a and the second-speed driven gear 42b. A 4-speed drive gear 70a newly provided rotatably on the gear drive shaft 30 and a 4-speed driven gear 70b integrated with the output shaft 40 are disposed, and the dog teeth 70c are integrated with the 4-speed drive gear 70a. .
A 2-4 speed hub 44 and a 2-4 speed sleeve 46 are arranged on the gear drive shaft 30, and the 2-4 speed sleeve 46 moves to the left side of the 2nd speed by moving to the right side in the axial direction. 4th speed, each can be driven.

A third speed drive gear 50a rotatably provided on the intermediate shaft 34 is in mesh with a second speed driven gear 42b. A 5-speed drive gear 72a newly provided on the intermediate shaft 34 so as to be freely rotatable meshes with a 4-speed driven gear 70b. The dog teeth 50c are integrated with a third speed drive gear 50a, and the dog teeth 72c are integrated with a fifth speed drive gear 72a.
The 3-5 hub 74 and the 3-5 sleeve 76 are provided on the intermediate shaft 34 side.
As described above, the second gear, the fourth gear, the third gear, and the fifth gear share the driven gears 42b and 70b.
In addition, the 3-5 speed sleeve 76 can be driven in the axial direction by moving to the right side for 3rd speed, and moving to the left side for 5th speed.
Here, the second speed driven gear 42b, the third speed driving gear 50a, the first speed driving gear 48a, the first speed driven gear 48b, the fourth speed driven gear 70b, the fifth speed driving gear 72a, etc. constitute the second speed change mechanism of the present invention. The dog teeth 48c, the dog teeth 72c, the dog teeth 50c, the first speed sleeve 54, and the 3-5 sleeve sleeve 76 constitute the dog clutch of the present invention.

  A first reverse gear 78 integral with the reverse shaft 68 meshes with a first speed driven gear 48b, and a second reverse gear 80 rotatably provided on the reverse shaft 66 meshes with a fifth speed drive gear 72a. In FIG. 2, the first reverse gear 78 and the first speed driven gear 48b are drawn apart from each other, but they are engaged with each other as shown by a chain line in the drawing.

The reverse hub 82 integral with the reverse shaft 68 is provided with a reverse sleeve 84 whose rotation direction is integral with the reverse hub 82 and is movable in the axial direction. In FIG. , The first reverse gear 78 and the second reverse gear 80 are connected to each other by meshing with the second reverse gear 80 and the dog tooth 80c integral with the second reverse gear 80.
In FIG. 2, the intermediate gear 60 that transmits the power of the second MG 56 and the second-speed driven gear 42 b are drawn apart from each other, but they are engaged with each other as indicated by a chain line in the drawing.

Next, the operation of the automobile drive device according to the second embodiment of the present invention shown in FIG. 2 will be described.
Here, the points different from the first embodiment will be mainly described.
The first speed in the HV mode is driven in the same manner as in the first embodiment by moving the first speed sleeve 54 to the right and connecting the first speed driven gear 48b and the output shaft 40.
The switching from the first speed to the second speed in the gear shift mode and the switching from the second speed to the third speed in the HV mode are the same as the switching in the first embodiment.

The switching from the third speed to the fourth speed in the gear transmission mode is performed by making use of the characteristics of the OWC 32 as in the switching from the first speed in the HV mode to the second speed in the gear transmission mode described in the first embodiment.
Switching from the 4th speed to the 5th speed in the HV mode is performed by taking advantage of the characteristics of the OWC 32 as in the case of the switching from the 2nd speed in the gear shift mode described in the first embodiment to the 3rd speed in the HV mode.
On the contrary, switching from the 5th speed to the 4th speed is performed in the same manner as the switching from the 3rd speed in the HV mode to the 2nd speed in the gear shift mode described in the first embodiment, and the switching from the 3rd speed to the 2nd speed is also performed. This is performed in the same manner as the switching from the third speed in the HV mode to the second speed in the gear shift mode described in the first embodiment.
The switching from the 4th speed to the 3rd speed and the switching from the 2nd speed to the 1st speed are also performed in the same manner as the switching from the 2nd speed in the gear shift mode described in the first embodiment to the 1st speed in the HV shift mode.

Next, the reverse drive is performed by neutralizing the first speed sleeve 54, the 2-4 sleeve 46, and the 3-5 sleeve 76 and then moving the reverse sleeve 84 to the right to move the first reverse gear 78 and the second reverse gear. This is performed by connecting the gear 80. When the intermediate shaft 34 rotates in the forward direction, the output shaft 40 rotates in the reverse direction, but the other operations are the same as in the first speed.
The second gear, the fourth gear, etc. constitute the first transmission mechanism of the present invention, and the first gear, the third gear, the fifth gear, the reverse gear, etc. constitute the second transmission mechanism of the present invention. As described above, some of the gears are common to the first transmission mechanism and the second transmission mechanism.

In the second embodiment, in addition to the effects described in the first embodiment, the following effects can be obtained.
That is, by making use of the 1st, 3rd, and 5th speeds of the HV mode and the 2nd and 4th speeds of the gear transmission mode, selecting a gear stage that excels in fuel consumption according to the travel conditions, and traveling. It is possible to run with acceleration performance and environmental performance.
In addition, since the gear drive shaft 30 and the intermediate shaft 34 are arranged in parallel while having various drive modes, the axial length of the entire drive device can be reduced, so that the front wheel drive of the engine is installed horizontally. Easy to install in cars.

Since the HV mode has three stages of first speed, third speed, and fifth speed, even if the capacity of the second MG 56 is made smaller than that of the first embodiment, a driving force equivalent to or higher than that of the first embodiment can be ensured. As a result, there are advantages in terms of weight and manufacturing cost, and an effect of contributing to an improvement in fuel consumption in high-speed traveling by reducing the capacity of the second MG 56 can be expected.
Although the second reverse gear 80 is described as meshing with the fifth speed drive gear 72a, the second reverse gear 80 is meshed with any of the second speed drive gear 42b, the third speed drive gear 50a, and the fourth speed drive gear 70a. It may be.

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 3 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

The difference between the third embodiment and the first embodiment is that the gear shift mode is set to two stages. That is, the first speed in the HV mode, the second speed in the gear transmission mode, the third speed in the HV mode, and the fourth speed in the gear transmission mode.
The second difference is that the input shaft 10, the gear drive shaft 30, the intermediate shaft 34, the output shaft 40, and the second MG 56 are all centered on the same axis, which is suitable for a rear wheel drive vehicle in which the engine 1 is disposed at the front of the vehicle. It is a configuration.
In this connection, a sub shaft 86 parallel to the input shaft 10, the gear drive shaft 30, the intermediate shaft 34, and the output shaft 40 is provided, and between the sub shaft 86 and the gear drive shaft 30 and the intermediate shaft 34, A first transmission mechanism and a second transmission mechanism are provided.

  The third difference is that a lock mechanism 88 that can fix the input shaft 10 to the case 38 is provided. The lock mechanism 88 may be the same as a parking lock mechanism used in a general automatic transmission or the like, and can be engaged with and fixed to a lock tooth 10a provided on the input shaft 10 side.

The arrangement and connection relationship of the main gears and the like are as follows.
The countershaft 86 parallel to the output shaft 40 is always connected by a first countershaft gear 90 integral with the subshaft 86 and a second countershaft gear 92 integral with the output shaft 40.
Between the gear drive shaft 30 and the countershaft 86, a two-speed drive gear 42a that is rotatably provided on the subshaft 86, and a two-speed driven gear that meshes with the second-speed drive gear 42a and is integral with the subshaft 86. 42b, a four-speed drive gear 70a that is rotatably provided on the countershaft 86, and a four-speed driven gear 70b that meshes with the four-speed drive gear 70a and that is integral with the subshaft 86 are disposed on the gear drive shaft 30. 2-4 hub 44 and 2-4 sleeve 46 are provided.

The 2-4 sleeve 46 can be switched to the second speed when moving to the left in the axial direction and to the fourth speed when moving to the right.
The second-speed drive gear 42a is integrated with the rotor 56a of the second MG 56. Therefore, the second MG 56 is always connected to the output shaft 40 via the second speed drive gear 42a, the second speed driven gear 42b, the countershaft 86, the first countershaft gear 90, and the second countershaft gear 92.

Between the intermediate shaft 34 and the countershaft 86, a first speed drive gear 48a that is rotatably provided on the intermediate shaft 34, and a first speed driven gear 48b that is meshed with the first speed drive gear 48a and integrated with the subshaft 86, The intermediate shaft 34 is also provided with a 1-3 hub 52 and a 1-3 sleeve 54.
When the 1-3 sleeve 54 moves to the left, it is connected to the first speed drive gear 48a and can be driven at a gear ratio of 1st speed, and when it moves to the right, it meshes with the dog teeth 40c provided on the output shaft 40, and A four-speed drive that directly connects the shaft 34 and the output shaft 40 is possible.
Here, the second speed driven gear 42a, the second speed driven gear 42b, the fourth speed driven gear 70a, the fourth speed driven gear 70b and the like constitute the first speed change mechanism of the present invention. The first speed drive gear 48a, the first speed driven gear 48b, the first countershaft gear 90, and the second countershaft gear 92 constitute the second speed change mechanism of the present invention, and the dog teeth 48c, the dog teeth 92c, and 1-3. The sleeve 54 constitutes the dog clutch of the present invention.

Next, the operation of the automobile drive device according to the third embodiment of the present invention shown in FIG. 3 will be described.
Here, the same parts as those described in the first and second embodiments are omitted.
As described above, the difference from the first embodiment in terms of the operation surface of the third embodiment is that the fourth gear speed mode is added and the lock mechanism 88 is provided. explain.
The fourth speed in the gear transmission mode is basically the same as that described in the second embodiment, and the fourth speed is only different from the second embodiment in that it is the highest stage, so detailed description thereof is omitted.

Next, as an operation of the lock mechanism 88, the lock mechanism 88 locks the EV 1 in a state where the engine 1 is stopped, and fixes the input shaft 10 to the case 38.
Thereby, in addition to the second MG 56, the first MG 36 can also participate in driving the output shaft 40. That is, since the carrier 28 is fixed to the case 38 together with the input shaft 10, when the first MG 36 is rotated in the reverse direction, the ring gear 24 is driven in the forward rotation direction, and the 1-3 sleeve 54 is operated to operate the first speed or the third speed. The output shaft 40 can be driven with a gear ratio.
In this EV mode, it is possible to travel backward as well as forward only by switching the rotation direction of the first MG 36 and the second MG 56.
Other operations are the same as those in the first embodiment.

In the third embodiment, in addition to the effects described in the first embodiment, the following effects can be obtained.
That is, in the same manner as described in the second embodiment, the shift speeds that are excellent in fuel consumption according to the driving conditions by making use of the first and third speeds of the HV mode and the second and fourth speeds of the gear shift mode. Since the vehicle can be selected and traveled, traveling satisfying acceleration performance and environmental performance is possible.

  In addition, since the output shaft 40 can be driven by both the first MG 36 and the second MG 56 in the EV mode, the driving force increases, and traveling in the EV mode is possible up to a higher speed. Therefore, it is suitable for use as a so-called plug-in hybrid vehicle having a large battery capacity.

Next, an automobile drive device according to Embodiment 4 of the present invention will be described.
FIG. 4 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 4 of the present invention.
Here, the description will focus on parts that are different from the first embodiment, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

The difference between the third embodiment and the first embodiment is that the connecting method of the first transmission mechanism is different.
That is, instead of the second speed hub 44, the second speed sleeve 46 and the dog teeth 42c in the first embodiment, a clutch 90 is provided between the crankshaft 2 and the second speed drive gear 42a. Accordingly, the OWC 32 is disposed between the clutch 90 and the second speed drive gear 42a. The clutch 90 and the OWC 32 are connected by a hollow connecting shaft 92.
Therefore, the second gear drive in the gear shift mode can be performed by connecting the clutch 90.
The clutch 90 may be a dry single plate type that is generally used for a manual transmission, etc., and is always connected by crimping with a spring (not shown). When releasing, the clutch 90 is released by a spring (not shown). .
Therefore, the drag resistance of the clutch 90 in the released state is extremely small.
Others are the same as in the first embodiment.

Next, the operation of the automobile drive device according to the fourth embodiment of the present invention shown in FIG. 4 will be described.
As described above, only the second speed connecting method is different from the first embodiment, and this point will be mainly described.
That is, when the second gear speed mode is selected, the clutch 90 is connected in place of the connection with the dog teeth 42c by the movement of the second speed sleeve 46 in the first embodiment. The connection of the clutch 90 does not transmit power but transmits power after connection. Therefore, it is not necessary to control the sliding at the time of connection.
Further, when the second speed sleeve 46 is neutralized in the first embodiment, such as when traveling at the first speed in the HV mode, the clutch 90 is released.
Others are the same as in the first embodiment. The fourth embodiment can be applied only when the gear ratio of the first transmission mechanism is one stage.

In the fourth embodiment, in addition to the effects described in the first embodiment, the following effects can be obtained.
That is, since the clutch 90 is engaged and disengaged instead of the second speed sleeve 46 and the like, the speed ratio of the electric CVT is changed particularly when switching from the second speed of the gear transmission mode being driven by the engine 1 to the first speed of the HV mode. Since the control is omitted and the clutch 90 is simply released, the control at the time of switching is easy.
Further, since it is not necessary to connect the clutch 90 while sliding, it can be said that the control is easier in this aspect as compared with the conventional example.

As can be seen from the above description, the automobile drive device of the present invention does not use a multi-plate clutch with a large drag resistance while realizing various drive modes, and is therefore widely used in general automatic transmissions and the like. Compared to the multi-plate hydraulic clutches and brakes that are used, the greatest merit is that the drive loss of the hydraulic pump and the drag resistance of the non-actuated clutches and brakes are reduced and the power transmission efficiency is high. .
As a result, fuel efficiency is improved and an effect can be expected from the environmental aspect.

In addition, shifting is possible without interruption of driving force, and it is also characterized by easy shift control such as seamless switching utilizing the characteristics of OWC 32, and smooth running can be expected.
Needless to say, the clutch 90 can be added between the crankshaft 2 and the first transmission mechanism in the second and third embodiments as shown in the fourth embodiment.

  The automobile drive device of the present invention is based on general knowledge of a person skilled in the art, and selects the optimum drive mode according to the driving condition of the automobile for driving, GPS (global positioning system), car Based on information such as a navigation system, it can be implemented in a mode combined with a device such as optimal control on a long road or on a highway.

The automobile drive device of the present invention can be applied to a passenger car or the like that places particular emphasis on travel costs and is required to reduce the environmental load. However, the present invention is not limited to these, and various vehicles using an internal combustion engine and a motor / generator. Can be applied to.

1 Engine 10 Input shaft 20 Planetary gear 30 Gear drive shaft 32 One-way clutch 34 Intermediate shaft 36 1st MG
40 Output shaft 42a 2nd speed drive gear 48a 1st speed drive gear 50a 3rd speed drive gear 56 2nd MG
70a 4th speed driving gear 72a 5th speed driving gear 78 First reverse gear 86 Sub shaft 88 Lock mechanism 90 Clutch

Claims (3)

In an automobile drive device used in an automobile that includes an engine capable of outputting power from a crankshaft, a first motor generator, and a second motor generator, and that can be driven by these,
An input shaft;
A gear drive shaft;
An intermediate shaft,
An output shaft;
A first rotating element that can divide the power input from the crankshaft, is connected to the crankshaft via the input shaft and can be connected to the gear drive shaft, and a second rotating element that is connected to the intermediate shaft; A planetary gear having a third rotating element coupled to the first motor generator;
A first speed change mechanism between the gear drive shaft and the output shaft to obtain a speed ratio of at least one stage;
A second speed change mechanism that is between the intermediate shaft and the output shaft and obtains a plurality of speed ratios by switching a dog clutch;
The second motor generator coupled to the output shaft;
An automobile drive device comprising: a one-way clutch interposed between the input shaft and the first transmission mechanism.   The automobile drive device according to claim 1, wherein a friction clutch is interposed between the input shaft and the one-way clutch. The automobile drive device according to claim 1, wherein the gear drive shaft and the intermediate shaft are arranged in parallel.

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