JP2018158630A - Hybrid-vehicular power transmission apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular power transmission apparatus capable of improving the travel performance in an EV travel on motor drive force and suppressing a shaft length from increasing.SOLUTION: A power transmission apparatus for a hybrid vehicle Ve that includes an internal combustion engine 1, two motors 2, 3, a power distribution mechanism 4 for dividing output torque of the engine 1 into the first motor 2 and an output member 10 by a differential operation of three rotary elements 5, 6, 7, and a parking mechanism 18 for stopping rotation of the output member 10, further includes a lock mechanism 19 for stopping rotations of the first rotary elements 5, 6, 7. In a case where the parking mechanism 18 stops the rotation of the output member 10, the lock mechanism 19 disengages the lock of the first rotary elements 5, 6, 7, and locks the rotation of first rotary elements 5, 6, 7 in a case where the parking mechanism 18 disengages the lock of the output member 10.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a power transmission device for a hybrid vehicle including an internal combustion engine and two motors as a driving force source, and more particularly to a power transmission device for a hybrid vehicle including a parking mechanism that locks the rotation of driving wheels. is there.

  An example of this type of device is described in Patent Document 1. The apparatus includes an engine, two motors, and a power split mechanism configured to split engine torque into a first motor and drive wheels. The power split mechanism is constituted by a planetary gear mechanism. The first motor is connected to the sun gear, the engine is connected to the carrier, and the output member and the second motor are connected to the ring gear. A shift switching mechanism is provided between the engine and the power split mechanism in the axial direction of the output shaft of the engine. The shift switching mechanism includes a parking gear that rotates integrally with the output member, a parking pole that meshes with the parking gear to stop its rotation, a cam that pushes the parking gear into mesh with the parking pole, and the cam And a rod for shifting the position of the cam. In addition, another gear that rotates integrally with the sun gear, another pole that meshes with the other gear and stops its rotation, and another cam that pushes to mesh with the other pole, The other cam is attached and another rod for shifting the position of the other cam is provided. The rod and the other rod are arranged coaxially and are connected to each other via a motor. When the motor is driven to move the rod and the other rod to one side in the axial direction of the rod, the parking gear is engaged with the parking gear by the cam and the output member is locked. Further, the other cam is separated from the other pole, the meshing of the other gear and the other pole is released, and the lock of the first motor connected to the sun gear is released. On the contrary, when the rod and the other rod are moved to the other side in the axial direction, the output member is unlocked and the first motor is locked.

  Patent Document 2 discloses a hybrid vehicle equipped with an engine, two motors, a planetary gear mechanism that divides engine torque into a first motor and drive wheels, and a one-way clutch that prevents reverse rotation of the engine. A transmission is described.

JP 2005-291439 A U.S. Pat. No. 7,128,677

  In the configuration described in Patent Document 1, when the rod and the other rod are moved to the other side in the axial direction, the rotation of the first motor can be locked. The speed of the ring gear can be increased. As a result, fuel efficiency can be improved when traveling at high speed. In the configuration described in Patent Document 1, when the EV mode is set, the vehicle travels only by the torque output from the second motor, and there is still room for improvement in order to improve the traveling performance in the EV mode. It was.

  In the configuration described in Patent Document 2, since the one-way clutch is provided, reverse rotation of the engine can be prevented or suppressed. However, since the planetary gear mechanism and the one-way clutch are coaxially arranged adjacent to each other, the shaft length increases by the amount of the one-way clutch.

  The present invention has been made paying attention to the technical problem described above, and can improve the traveling performance in the EV mode that travels by the driving force of the motor and can suppress an increase in the axial length. An object of the present invention is to provide a vehicle power transmission device.

  In order to achieve the above object, the present invention includes an internal combustion engine, two motors, and at least three rotating elements, and performs differential action with the three rotating elements to reduce the output torque of the internal combustion engine. A power split mechanism that splits the first motor and an output member; and a parking mechanism that stops the rotation of the output member. The internal combustion engine is connected to the first rotary element of the three rotary elements, and the second rotation In the power transmission device for a hybrid vehicle, wherein the output member is connected to an element, the first motor is connected to a third rotating element, and the torque of the second motor is added to the torque of the output member. A locking mechanism for stopping the rotation of the first rotating element, and the locking mechanism unlocks the first rotating element when the parking mechanism locks the rotation of the output member; , And it is characterized in that it is configured to lock the rotation of the first rotating element when the parking mechanism unlocks the output member.

  In the present invention, when the rotation of the output member is locked by the parking mechanism, the lock of the first rotating element by the lock mechanism is released. On the contrary, when the output member is unlocked by the parking mechanism, the rotation of the first rotating element is locked by the locking mechanism. In other words, the rotation of the first rotating element can be locked by operating the lock mechanism by the parking mechanism. Therefore, a device for operating the lock mechanism can be omitted, and accordingly, the member cost can be reduced and the shaft length can be shortened. Further, since the internal combustion engine is connected to the first rotating element, the internal combustion engine can be locked when the rotation of the first rotating element is locked. Thereby, reverse rotation of the internal combustion engine can be prevented or suppressed. As a result, the traveling torque can be output by the two motors to drive the vehicle, and the traveling performance in the EV mode can be improved.

1 is a skeleton diagram schematically showing an example of a power transmission device for a hybrid vehicle in an embodiment of the present invention. FIG. It is sectional drawing which shows a part of structure of the power transmission device of the hybrid vehicle in 1st Embodiment of this invention. It is sectional drawing which shows a part of structure of the power transmission device of the hybrid vehicle in 2nd Embodiment of this invention. It is a top view which shows typically an example of the arrangement | sequence of each shift range in the shift apparatus of 2nd Embodiment of this invention.

(First embodiment)
FIG. 1 is a skeleton diagram schematically showing an example of a power transmission device for a hybrid vehicle in an embodiment of the present invention. A vehicle Ve shown in FIG. 1 has an internal combustion engine (hereinafter referred to as an engine) 1 as a driving force source, a first motor (MG1) 2 having a power generation function, and a second motor (MG2) having a power generation function. 3 is provided. The first motor 2 mainly controls the rotational speed of the engine 1 and cranks the engine 1, and is connected to the power split mechanism 4 together with the engine 1.

  The power split mechanism 4 can be configured by a planetary gear mechanism, a planetary rotation mechanism, or the like that has three rotating elements and performs a differential action by the three rotating elements. In the example shown in FIG. 1, the power split mechanism 4 is configured by a single pinion type planetary gear mechanism having a sun gear 5, a carrier 6, and a ring gear 7 as rotating elements. The rotor shaft of the first motor 2 is connected to the sun gear 5 corresponding to the third rotating element in this embodiment. The input shaft 4A of the power split mechanism 4 is connected to the carrier 6 corresponding to the first rotating element in this embodiment. An output shaft 1A of the engine 1 is connected to the input shaft 4A via a damper mechanism 8, a flywheel 9, and the like. The ring gear 7 corresponding to the third rotating element in this embodiment is an output element.

  An output gear 10 corresponding to the output member in this embodiment is arranged on the engine 1 side of the ring gear 7 in the axial direction of the output shaft 1A. The output gear 10 is a gear having a diameter larger than that of the ring gear 7, is configured as a separate body from the ring gear 7, and is connected to rotate integrally with the ring gear 7. A counter driven gear 11 is engaged with the output gear 10. A final drive gear 13 having a diameter smaller than that of the counter driven gear 11 is attached to the counter shaft 12 to which the counter driven gear 11 is attached, and the differential drive gear 13 in the differential 14 is meshed with the final drive gear 13. A driving torque is output from the differential 14 to the left and right driving wheels 16.

  The second motor 3 mainly functions as a driving force source for traveling, and a drive gear 17 is attached to the rotor shaft of the second motor 3. The counter driven gear 11 is engaged with the drive gear 17. The drive gear 17 is a gear having a smaller diameter than the counter driven gear 11, and therefore the drive gear 17 and the counter driven gear 11 constitute a reduction mechanism.

  The vehicle Ve is provided with a parking lock mechanism (hereinafter simply referred to as a parking mechanism) 18 that locks the rotation of the drive wheels, and a lock mechanism 19 that locks the rotation of the carrier 6. The parking mechanism 18 is configured to lock the rotation of the drive wheel 16 by operating when the P (parking) range is set by the shift device 20 and locking the rotation of the output gear 10. The lock mechanism 19 is configured to operate and lock the rotation of the carrier 6 when traveling with the output torque of the first motor 2 and the output torque of the second motor 3 while the engine 1 is stopped. . A specific configuration of the parking mechanism 18 and the lock mechanism 19 will be described later.

  The shift device 20 is a device for setting a torque transmission state and a gear ratio in the power transmission device, and is configured to be able to switch the torque transmission state to each state such as forward, reverse, and neutral. Has been. For example, as a shift position for determining the transmission state of the torque, a D (drive) range for automatically shifting the vehicle Ve within a predetermined speed ratio range, an R (reverse) range for causing the vehicle Ve to travel backward, an engine 1 An N (neutral) range that cuts off power transmission from the vehicle and a P (parking) range that locks the rotation of the drive wheels 16 by operating the parking mechanism 18 can be set. The shift device 20 is provided with a shift lever for the driver to select and set each shift position. A shift switch may be provided instead of the shift lever.

  The first motor 2 and the second motor 3 are connected to a controller unit such as a power storage device or an inverter (not shown), and are electrically connected so that power can be exchanged between them. In addition, an electronic control unit (ECU) 21 that controls the power storage device, the controller unit, the shift device 20, the parking mechanism 18, the lock mechanism 19, and the like is provided. The ECU 21 is mainly composed of a microcomputer, and includes a vehicle speed, an accelerator opening, an engine speed and an estimated output torque, a speed and torque of each motor 2 and 3, a shift position sensor that detects a shift position in the shift device 20, and the like. Detection signals are input as data, and calculation is performed based on the data and data stored in advance, and command signals for controlling the motors 2 and 3, the parking mechanism 18, the lock mechanism 19, and the like. It is configured to output.

  Here, each structure of the parking mechanism 18 and the lock mechanism 19 is demonstrated. FIG. 2 is a cross-sectional view showing a part of the configuration of the power transmission device for the hybrid vehicle in the first embodiment of the present invention. First, the configuration of the parking mechanism 18 will be described. The parking mechanism 18 includes a parking gear 22 that rotates together with the output gear 10, a parking pawl 23 that is rotatably supported around a support shaft (not shown), and a parking pawl 23 that engages the parking pawl 23. Further, a parking rod (hereinafter simply referred to as a rod) 24 for releasing the engagement is provided. In the example shown in FIG. 2, the parking gear 22 is formed integrally with the output gear 10 on the engine 1 side. The parking pole 23 is a plate-like member, and one end side in the longitudinal direction thereof is rotatably supported by a fixed part such as a case via a support shaft. The parking pole 23 is provided with a claw portion 23A as an action point. When the rod 24 comes into contact with a power point (not shown), the parking pole 23 is rotated around a support shaft so that the claw portion 23A is located between teeth in the parking gear 22. It fits or engages with the recess.

  In the example shown in FIG. 2, the rod 24 is disposed on the outer peripheral side of the ring gear 7 and the output gear 10 in the radial direction of the power split mechanism 4 so as to extend in the axial direction of the input shaft 4A. A first cam 25 and a second cam 26 are respectively provided at both ends of the rod 24 in the axial direction so as to be slidable in the axial direction of the rod 24. The first cam 25 and the second cam 26 are prevented from coming off from the rod 24. The rod 24 is provided with a pair of cam springs 27 that press the first cam 25 toward the engine 1 and press the second cam 26 toward the first motor 2. In addition, an actuator 28 that moves the rod 24 back and forth in the axial direction is provided. The actuator 28 is configured to move according to the shift position in the shift device 20 and the traveling state of the vehicle Ve and move the rod 24 in the axial direction of the input shaft 4A. The actuator 28 is operated by a so-called shift-by-wire method.

  Both the first cam 25 and the second cam 26 are formed in a conical shape. When the rod 24 is moved to one side by the actuator 28, when the rod 24 is moved to the engine 1 side in FIG. 2, the tapered outer peripheral surface of the first cam 25 and the force point (not shown) of the parking pole 23 come into contact. Then, the parking pole 23 rotates and the claw portion 23A is fitted or engaged with the concave portion of the parking gear 22. Thereby, the rotation of the parking gear 22 is locked. On the other hand, when the rod 24 is moved to the other side by the actuator 28, the first cam 25 is separated from the parking pole 23 in FIG. Rotate to return to As a result, the claw 23A comes out of the recess of the parking gear 22 and the parking gear 22 is unlocked.

  The lock mechanism 19 includes a carrier lock gear (hereinafter simply referred to as “lock gear”) 29 that rotates integrally with the carrier 6, and a carrier lock pole (hereinafter simply referred to as “rotate” around a support shaft (not shown)). (Referred to as carrier pole) 30. The lock gear 29 is integrally provided on the carrier 6 side on the first motor 2 side. The carrier pole 30 is configured similarly to the parking pole 23. That is, the carrier pole 30 is formed in a plate shape, and one end portion side in the longitudinal direction is rotatably supported by a fixed portion such as a case via a support shaft. The carrier pole 30 includes a claw portion 30A as an action point.

  When the rod 24 is moved to the other side, that is, the first motor 2 side by the actuator 28, the tapered outer peripheral surface of the second cam 26 and the force point of the carrier pole 30 come into contact with each other. Then, the carrier pole 30 is rotated so that the claw portion 30A is fitted or engaged with a recess between the teeth of the lock gear 29. Thus, the rotation of the lock gear 29 is locked. On the other hand, when the rod 24 is moved to the above-described one side, that is, the engine 1 side by the actuator 28, the second cam 26 is separated from the carrier pole 30, and the carrier pole 30 is returned to the original position. . As a result, the claw portion 30A comes out of the recess of the lock gear 29 and the lock gear 29 is unlocked.

  The vehicle Ve having the above configuration can take a plurality of drive modes. The driving mode when the shift device 20 is operated and the D range is set will be described. The driving mode can be divided into a hybrid (HV) mode and a motor traveling (EV) mode. In the HV mode, the engine 1 is mainly driven to divide the power into the first motor 2 side and the output side, and the power converted into electric power by the first motor 2 is mechanical power by the second motor 3. To the drive wheel 16 and output again. When the R range is set backward, the first motor 2 is caused to function as a generator, and the second motor / generator 3 is rotated in the reverse direction and also functions as a motor. In the HV mode, since the engine 1 is driven, the rod 24 is disposed between the parking gear 22 and the lock gear 29 and in a so-called neutral position that does not contact either the parking pole 23 or the carrier pole 30. . That is, the carrier 6 is not locked by the lock mechanism 19.

  On the other hand, the EV mode is a drive mode in which the vehicle travels with the torque of the second motor 3 or travels with the torque of the first motor 2 and the second motor 3, and the vehicle Ve is driven by the output torque of the second motor 3 alone. The vehicle can be divided into a first EV mode for running and a second EV mode for running the vehicle Ve by the output torques of both the first motor 2 and the second motor 3. These EV travel modes are appropriately selected according to the travel state of the vehicle Ve. In the first EV mode, control is performed to output torque by rotating the second motor 3 in the same rotational direction as the rotational direction of the engine 1 using the second motor 3 as a motor. In the first EV mode, the rotor shaft of the first motor 2 idles. Therefore, the rod 24 is arranged at the neutral position described above.

  In the second EV mode, the vehicle Ve is caused to travel by the torque of the first motor 2 and the torque of the second motor 3. In the second EV mode, control is performed so that the first motor 2 is rotated as a motor in the negative direction, that is, in the direction opposite to the rotation direction of the engine 1 to output torque. Further, the second motor 3 is controlled to rotate in the forward direction as the motor, that is, in the same direction as the rotation direction of the engine 1 to output torque. In the second EV mode, the output torque of the first motor acts on the engine 1 as a negative torque. Therefore, the rotation of the carrier 6 is locked by the lock mechanism 19. Specifically, the rod 28 is moved to the first motor 2 side in the axial direction by the actuator 28, and the carrier pole 30 is rotated by bringing the second cam 26 and the power point of the carrier pole 30 into contact with each other. Then, the claw portion 30A of the carrier pole 30 is fitted or engaged with the recess of the lock gear 29 to lock the rotation of the carrier 6.

  When the R range is set backward, the first motor 2 is controlled to rotate in the positive direction as a motor, and the second motor 3 is rotated as a motor in the negative direction to output torque. The vehicle Ve is caused to travel backward by the driving force generated by the output torque of the first motor 2 and the output torque of the second motor 3. Even in this case, since negative torque acts on the engine 1, the lock mechanism 19 locks the rotation of the carrier 6 as described above.

  When the P range is set by operating the shift device 20, the actuator 28 is operated to move the rod 24 to the engine 1 side. As a result, the first cam 25 and the power point of the parking pole 23 come into contact with each other, the parking pole 23 rotates, and the claw portion 23 </ b> A of the parking pole 23 is fitted or engaged with the recess of the parking gear 22. Thus, the rotation of the parking gear 22 is locked.

  Therefore, in the power transmission device having the configuration shown in FIG. 2, the output gear 10 can be locked and the carrier 6 can be locked by moving the rod 24 back and forth in the axial direction by one actuator 28. Therefore, it is not necessary to provide the actuator 28 in each of the parking mechanism 18 and the lock mechanism 19, and accordingly, the member cost can be reduced, the shaft length can be shortened, and the increase in weight can be suppressed. In the above-described configuration, the second EV mode can be set by locking the rotation of the carrier 6 by the lock mechanism 19 not only during forward travel but also during reverse travel. Therefore, the running performance in the EV mode can be improved compared to the conventional case. In the above-described configuration, since the second EV mode can be set even during forward travel and reverse travel, the second motor that mainly outputs torque for travel while ensuring travel performance in the EV mode. 3 can be reduced in size.

(Second Embodiment)
FIG. 3 is a cross-sectional view showing a part of the configuration of the power transmission device for a hybrid vehicle in the second embodiment of the present invention. The example shown here is an example in which the parking mechanism 18 is operated by a mechanical operation mechanism such as a cable or a link mechanism instead of the shift-by-wire parking mechanism 18. In the example shown in FIG. 3, the shift device 20 and the mission outer lever 31 are connected via a cable 32, and the mission outer lever 31 is rotated according to the operation of the shift device 20, and the rod 24 is moved accordingly. It is configured to move back and forth in the axial direction of the input shaft 4A. Since other configurations are the same as those shown in FIGS. 1 and 2, the same parts as those shown in FIGS. 1 and 2 are denoted by the same reference numerals as those in FIGS. 1 and 2, and the description thereof is omitted. .

  FIG. 4 is a plan view schematically showing an example of the arrangement of each shift range in the shift device 20. The P range, the R range, the N range, the D range, They are arranged in the order of the L range for setting a large gear ratio and the EV range for EV traveling. In addition, it replaces with L range and B range which performs hybrid driving | running | working may be arranged.

  The shift lever 33 is provided with a shift lock mechanism (not shown) that prevents the shift position from being changed from the P range to another range such as the R range and the shift position from the L range or the B range to the EV range. Yes. The shift lock mechanism includes a lock release button (not shown), and the lock release button is configured so that its operation is permitted or prohibited in accordance with a control command signal from the ECU 21. For example, when the vehicle speed is equal to or higher than a predetermined vehicle speed, the operation of the lock release button is prohibited and switching from the other range to the P range is prevented. Further, since the engine 1 is stopped during EV travel, when the engine 1 is driven, the operation of the unlock button is prohibited to prevent switching from the D range, L range, B range, etc. to the EV range. It is like that. When the vehicle Ve is stopped, the operation of the engine 1 is stopped, or when the EV travel is performed at a predetermined vehicle speed or less, the operation of the lock release button is permitted. And it is comprised so that it may switch from each range mentioned above to EV range by releasing the lock | rock of shift operation by pushing a lock release button.

  In the power transmission device having the configuration shown in FIG. 3, when the shift device 20 is operated to set the P range, the mission outer lever 31 rotates in accordance with the operation of the shift lever 33 and the rod 24 moves to the engine 1 side. . Then, the first cam 25 and the power point of the parking pole 23 come into contact with each other, and the parking pole 23 is rotated. When the claw portion 23A of the parking pole 23 is fitted or engaged with the recess of the parking gear 22, the rotation of the output gear 10 is locked. When the lock release button is operated to change from the P range to the D range, the L range, or the R range, the mission outer lever 31 rotates according to the operation of the shift lever 33 and the rod 24 moves in the axial direction in the first motor. Move to 2 side. Thereby, the rod 24 is separated from the parking pole 23 and the output gear 10 is unlocked as described above. Further, the rod 24 is disposed at a so-called neutral position where it does not contact either the parking pole 23 or the carrier pole 30. When the lock release button is operated to change from the D range, the L range, or the R range to the EV range, the mission outer lever 31 is further rotated according to the operation of the shift lever 33 so that the rod 24 moves in the axial direction in the first motor 2. Move further to the side. As a result, the second cam 26 and the force point of the carrier pole 30 come into contact with each other, and the carrier pole 30 rotates, and the claw portion 30 </ b> A of the carrier pole 30 is fitted or engaged with the recess of the lock gear 29. Thus, the rotation of the carrier 6 is locked.

  Therefore, in the configuration shown in FIG. 3, when the EV range is set by the shift device 20, the rod 24 is moved to the first motor 2 side by the cable, the mission outer lever 31, etc., and the rotation of the carrier 6 is performed as described above. Can be locked. That is, the second EV mode can be set by a mechanical operation without performing control. Therefore, it can be set as a simple structure as a whole, and a cost increase can be suppressed.

  In addition, this invention is not limited to each embodiment mentioned above, The parking pole 23 in this invention makes the input shaft 4A a symmetrical axis, and in FIG. 2 and FIG. You may arrange. If arranged in line symmetry, the radial loads acting on the lock gear 29 from the carrier pole 30 can be canceled with each other. As a result, since the so-called eccentricity of each gear in the power split mechanism 4 can be suppressed, the meshing of each gear becomes good, and the generation of gear noise can be prevented or suppressed.

  DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 1A ... Engine output shaft, 2 ... 1st motor, 3 ... 2nd motor, 4 ... Power split mechanism, 5 ... Sun gear (1st rotation element, 2nd rotation element, 3rd rotation) Element), 6 ... carrier (first rotating element, second rotating element, third rotating element), 7 ... ring gear (first rotating element, second rotating element, third rotating element), 10 ... output gear (output member) ), 18 ... parking mechanism, 19 ... lock mechanism, Ve ... hybrid vehicle.

Claims (1)

A power split mechanism having an internal combustion engine, two motors, and at least three rotating elements and performing differential action by the three rotating elements to divide the output torque of the internal combustion engine into a first motor and an output member And a parking mechanism for stopping the rotation of the output member, wherein the internal combustion engine is connected to a first rotation element of the three rotation elements, the output member is connected to a second rotation element, and a third rotation element In the power transmission device for a hybrid vehicle, wherein the first motor is connected to the output member, and the torque of the second motor is added to the torque of the output member.
A locking mechanism for stopping the rotation of the first rotating element;
The lock mechanism unlocks the first rotation element when the parking mechanism locks the rotation of the output member, and the lock mechanism unlocks the first rotation element when the parking mechanism unlocks the output member. A power transmission device for a hybrid vehicle configured to lock rotation.

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