JP2019130936A - Power transmission apparatus of hybrid vehicle - Google Patents

Abstract

To provide a power transmission apparatus of a hybrid vehicle, which can suppress an increase in size of a bearing for supporting a differential mechanism and suppress an increase in size of the whole apparatus.SOLUTION: A power transmission apparatus of a hybrid vehicle has a first planetary gear mechanism 4 and a second planetary gear mechanism 5 which are disposed on the same axis, in which the first planetary gear mechanism 4 and the second planetary gear mechanism 5 are composed of helical gears having predetermined helix angles with respect to the axial direction. The power transmission apparatus includes a plurality of bearings 25, 26, 27, 28, 29, 30 for bearing loads in the axial direction, which are generated in the first planetary gear mechanism 4 and the second planetary gear mechanism 5. A predetermined gear 6 in the first planetary gear mechanism 4 and a predetermined gear 11 in the second planetary gear mechanism 5 are configured such that their helical directions are opposite to each other with respect to the axial direction.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power transmission device for a hybrid vehicle including a driving force source including an engine and a motor and a plurality of differential mechanisms.

  Patent Document 1 discloses a first differential mechanism constituted by a first carrier to which an engine is connected, a first sun gear to which a motor is connected, and a first ring gear, and a first ring gear that rotates integrally with the first ring gear. A hybrid vehicle including two carriers, a second sun gear, and a second differential mechanism constituted by a second ring gear that is an output member is described. Further, the hybrid vehicle described in Patent Document 1 selectively includes a first clutch mechanism capable of selectively connecting the first carrier and the second sun gear, a second sun gear, and a second ring gear. And a second clutch mechanism that can be coupled to the vehicle. By controlling these clutch mechanisms, a plurality of travel modes can be set. Specifically, a hybrid travel mode (high mode and low mode) set by engaging one of the first clutch mechanism and the second clutch mechanism, and the first clutch mechanism and the second clutch mechanism. Can be set to a direct connection mode set by engaging the two together and an EV running mode set by releasing both the first clutch mechanism and the second clutch mechanism.

JP 2017-007437 A

  The hybrid vehicle described in Patent Literature 1 includes a differential mechanism including a plurality of gears as described above. As each of the gears constituting the differential mechanism, a helical gear is generally used as is conventionally known. In the helical gear, since the teeth are twisted obliquely with respect to the axial direction, the meshing of the teeth is smoother than, for example, a spur gear. On the other hand, such a helical gear generates a thrust load (axial force) due to torsion of the teeth, and therefore requires a configuration (for example, a bearing) that takes over the thrust load. Further, in a vehicle having a plurality of travel modes as described in Patent Document 1, the magnitude of torque acting on the bearing differs depending on each travel mode, and a bearing corresponding to the magnitude of the torque is required. . Furthermore, since the hybrid vehicle described in Patent Document 1 includes a plurality of differential mechanisms of the first differential mechanism and the second differential mechanism as described above, the first differential mechanism and the second differential mechanism are provided. A thrust load with the differential mechanism may act on a predetermined bearing from one direction. In such a case, a bearing for handling the load is required, and as a result, the configuration of the bearing and the configuration of the differential mechanism may be increased, or the configuration of the entire apparatus may be increased.

  The present invention has been made paying attention to the technical problem described above, and is capable of suppressing the increase in the size of the bearing that supports the differential mechanism and the power of the hybrid vehicle capable of suppressing the increase in the size of the entire apparatus. It is an object to provide a transmission device.

  In order to achieve the above object, the present invention comprises an engine and a first motor having a power generation function, a first rotating element to which the engine is connected, and a second rotation to which the first motor is connected. A first planetary gear mechanism that performs a differential action by an element and a third rotating element that is coupled to a drive wheel so as to transmit torque; a fourth rotating element that is an input element; and a third rotating element that is connected to the third rotating element. And a second planetary gear mechanism that performs a differential action by the sixth rotating element coupled to the output member, and the first planetary gear mechanism and the second planetary gear mechanism are the same. Generated by the first planetary gear mechanism and the second planetary gear mechanism in a power transmission device for a hybrid vehicle that is configured by a helical gear disposed on an axis and having a predetermined twist angle with respect to the axial direction. The axis A plurality of bearings that handle the load in the direction, and the twist direction of the predetermined gear in the first planetary gear mechanism and the predetermined gear in the second planetary gear mechanism is opposite to the axial direction. It is characterized by being comprised.

  According to this invention, the twist direction of the predetermined gear (for example, sun gear) in the first planetary gear mechanism arranged on the same axis line and the twist direction of the predetermined gear (for example, sun gear) in the second planetary gear mechanism are determined. It is comprised so that it may become a mutually opposite direction with respect to an axial direction. Thereby, for example, a thrust load in each planetary gear mechanism acts on the bearing disposed between the first planetary gear mechanism and the second planetary gear mechanism in the axial direction so as to sandwich the bearing. That is, at least a part of the thrust load acting on the bearing is canceled (or canceled). In other words, the thrust load acting on the bearing is reduced. Therefore, the configuration of the bearing that receives the thrust load can be reduced in size, and the configuration of the entire apparatus can also be reduced in size.

It is a skeleton figure for demonstrating an example of the power transmission device made into object by this invention. It is an example which shows the magnitude | size of the load which acts on each bearing in the structure of FIG. 1, and its direction. It is another example which shows the magnitude | size of the load which acts on each bearing in the structure of FIG. 1, and its direction. It is a skeleton figure for demonstrating the other example of the power transmission device made into object by this invention. It is an example which shows the magnitude | size of the load which acts on each bearing in the structure of FIG. 4, and its direction. 5 is another example showing the magnitude and direction of a load acting on each bearing in the configuration of FIG. It is a skeleton figure for demonstrating the further another example of the power transmission device made into object by this invention. It is an example which shows the magnitude | size of the load which acts on each bearing in the structure of FIG. 7, and its direction.

  An example of a power transmission device for a hybrid vehicle according to an embodiment of the present invention will be described with reference to the drawings. The example shown in FIG. 1 is a so-called two-motor type drive device having an engine (ENG) and two motors as drive power sources, and the first motor is a motor having a power generation function (ie, motor generator: MG1). ), The number of revolutions of the engine is controlled by the first motor, the second motor is driven by the electric power generated by the first motor, and the driving force output from the second motor is the driving force for traveling. It is configured to be added to. The second motor can be constituted by a motor having a power generation function (that is, motor generator: MG2). In the example shown in FIG. 1, only the upper side is shown with respect to the rotation center axis, and the lower side is the same and is omitted.

  A power split mechanism 2 corresponding to the differential mechanism in the embodiment of the present invention is connected to the engine 1. The power split mechanism 2 has a split unit 4 mainly having a function of splitting the torque output from the engine 1 into the first motor 3 side and the output side, and a function of changing (or switching) the split ratio of the torque. And a switching unit 5 mainly.

  The division part 4 should just be the structure which performs a differential effect | action with three rotation elements, and can employ | adopt a planetary gear mechanism. In the example shown in FIG. 1, it is comprised by the single pinion type planetary gear mechanism. 1 includes a sun gear 6, a ring gear 7 that is an internal gear concentrically disposed with respect to the sun gear 6, and a sun gear 6 that is disposed between the sun gear 6 and the ring gear 7. The pinion gear 8 meshes with the ring gear 7 and the carrier 9 that holds the pinion gear 8 so as to be capable of rotating and revolving. The sun gear 6 mainly functions as a reaction force element, the ring gear 7 mainly functions as an output element, and the carrier 9 mainly functions as an input element. The carrier 9 corresponds to the “first rotating element” in the embodiment of the present invention, the sun gear 6 corresponds to the “second rotating element” in the embodiment of the present invention, and the ring gear 7 corresponds to the embodiment of the present invention. The dividing portion 4 constituted by these rotating elements corresponds to the “first planetary gear mechanism” in the embodiment of the present invention.

  The power output from the engine 1 is configured to be input to the carrier 9. Specifically, the input shaft 10 of the power split mechanism 2 is connected to the output shaft of the engine 1, and the input shaft 10 is connected to the carrier 9. Instead of directly connecting the carrier 9 and the input shaft 10, the carrier 9 and the input shaft 10 may be connected via a transmission mechanism such as a gear mechanism. A mechanism such as a damper mechanism or a torque converter may be disposed between the output shaft of the engine 1 and the input shaft 10.

  The first motor 3 is connected to the sun gear 6. In the example shown in FIG. 1, the dividing unit 4 and the first motor 3 are arranged on the same axis as the rotation center axis of the engine 1, and the first motor 3 is on the opposite side of the engine 1 across the dividing unit 4. Is arranged. A switching unit 5 is arranged between the dividing unit 4 and the engine 1 on the same axis as the dividing unit 4 and the engine 1 along the direction of the axis.

  The switching unit 5 is disposed on the same axis as the dividing unit 4 and is configured by a single pinion type planetary gear mechanism. Specifically, the sun gear 11, the ring gear 12 that is an internal gear arranged concentrically with the sun gear 11, and the sun gear 11 and the ring gear 12 that are arranged between the sun gear 11 and the ring gear 12 mesh with the sun gear 11. The differential mechanism has a pinion gear 13 and a carrier 14 holding the pinion gear 13 so as to be capable of rotating and revolving, and performs a differential action by three rotating elements of the sun gear 11, the ring gear 12, and the carrier 14. The ring gear 7 in the dividing section 4 is connected to the sun gear 11 in the switching section 5. An output gear 15 is connected to the ring gear 12 in the switching unit 5. The carrier 14 corresponds to the “fourth rotating element” in the embodiment of the present invention, the sun gear 11 corresponds to the “fifth rotating element” in the embodiment of the present invention, and the ring gear 12 corresponds to the embodiment of the present invention. The switching unit 5 constituted by these rotating elements corresponds to the “second planetary gear mechanism” according to the embodiment of the present invention.

  The first clutch mechanism CL1 is provided so that the dividing unit 4 and the switching unit 5 constitute a compound planetary gear mechanism. The first clutch mechanism CL1 is configured to selectively couple the carrier 14 in the switching unit 5 to the carrier 9 or the input shaft 10 in the dividing unit 4. The first clutch mechanism CL1 may be a friction clutch mechanism such as a wet multi-plate clutch, or may be a meshing clutch mechanism such as a dog clutch. By engaging the first clutch mechanism CL1, the carrier 9 in the dividing portion 4 and the carrier 14 in the switching portion 5 are connected to become an input element, and the sun gear 6 in the dividing portion 4 becomes a reaction force element. A compound planetary gear mechanism in which the ring gear 12 in the switching unit 5 serves as an output element is formed. In the example shown in FIG. 1, an example of a meshing clutch mechanism is shown as the configuration of the first clutch mechanism CL1.

  This configuration will be briefly described. First, the first clutch mechanism CL1 is a clutch mechanism for selectively connecting the carrier 9 of the dividing unit 4 and the carrier 14 of the switching unit 5 as described above, The first dog teeth 17 formed on the outer peripheral side of the input flange 16, the first movable member 18 that rotates integrally with the carrier plate 14a in the carrier 14 of the switching portion 5 and is movable in the axial direction, and the first 1 is provided with second dog teeth 19 formed on the outer peripheral side of the movable member 18. Then, by controlling an actuator (not shown) and moving the first movable member 18 in the axial direction (first motor 3 side), the first dog teeth 17 and the second dog teeth 19 are engaged with each other. Become.

  Further, a second clutch mechanism CL2 for integrating the entire switching unit 5 is provided. The second clutch mechanism CL2 is for connecting at least any two rotating elements such as connecting the carrier 14 and the ring gear 12 or the sun gear 11 or the sun gear 11 and the ring gear 12 in the switching unit 5; It can be constituted by a friction type or meshing type clutch mechanism. In the example shown in FIG. 1, the second clutch mechanism CL2 is configured to connect the carrier 14 and the ring gear 12 in the switching unit 5, and is configured by a meshing clutch mechanism similar to the first clutch mechanism CL1. Yes.

  More specifically, the second clutch mechanism CL2 is a clutch mechanism that selectively connects the ring gear 12 of the switching unit 5 and the carrier 14 as described above, and rotates integrally with the carrier plate 14a. And a second movable member 20 movable in the axial direction, a third dog tooth 21 formed on the outer peripheral side of the second movable member 20, and a cylindrical portion 22 provided on the outer peripheral side of the second movable member 20 And a fourth dog tooth 23 that meshes with the third dog tooth 21 on the inner peripheral side of the cylindrical portion 22. Then, by controlling an actuator (not shown) and moving the second movable member 20 in the axial direction (first motor 3 side), the third dog tooth 21 and the fourth dog tooth 23 are engaged with each other. Become. In addition, the code | symbol 示 す shown in FIG. 1 shows the movable direction of 1st clutch mechanism CL1 and 2nd clutch mechanism CL2.

  The first clutch mechanism CL1 and the second clutch mechanism CL2 are arranged on the same axis as the engine 1, the dividing unit 4, and the switching unit 5 and arranged on the opposite side of the dividing unit 4 with the switching unit 5 interposed therebetween. Has been. As shown in FIG. 1, the clutch mechanisms CL1 and CL2 may be arranged in a state of being aligned in the radial direction on the inner peripheral side and the outer peripheral side, or arranged in the axial direction. Also good. When arranged side by side in the radial direction as shown in FIG. 1, the overall axial length of the power transmission device can be shortened. In addition, when arranged side by side in the axial direction, the restriction on the outer diameter of each clutch mechanism CL1, CL2 is reduced. For example, when a friction clutch mechanism is employed, the number of friction plates may be reduced. it can.

  Although not shown, a countershaft is arranged in parallel with the rotation center axis of the engine 1, the dividing unit 4, or the switching unit 5, as in the power transmission device described in Patent Document 1 described above, and the output gear A driven gear meshing with 15 is attached to the countershaft. A drive gear is attached to the countershaft, and the drive gear meshes with a ring gear in a differential gear unit that is a final reduction gear. The power or torque output from the output gear 15 can be added with the power or torque output from the second motor (not shown). The combined power or torque is output from the differential gear unit to the left and right drive shafts, and the power and torque are transmitted to the drive wheels.

  The power transmission device shown in FIG. 1 outputs the driving torque from the first motor 3 and the second motor without outputting the driving torque from the engine 1 and the HV traveling mode in which the driving torque is output from the engine 1. It is possible to set the EV driving mode for driving. In particular, in the HV traveling mode, the first clutch mechanism CL1, the second clutch mechanism CL2, the engine 1, and the first motor 3 are controlled to control the HV-Lo mode, HV-Hi mode, and direct connection mode. Multiple driving modes can be set. In the HV-Lo mode, driving torque is output from the engine 1, the first clutch mechanism CL <b> 1 is engaged, and reaction torque is output from the first motor 3. In the HV-Hi mode, the driving torque is output from the engine 1, the second clutch mechanism CL 2 is engaged, and the reaction torque is output from the first motor 3. In the direct connection mode, the rotating elements in the power split mechanism 2 rotate at the same rotational speed by engaging the clutch mechanisms CL1 and CL2.

  Each gear in the dividing unit 4 and the switching unit 5 described above has a configuration similar to a conventionally known configuration, and is configured by a helical gear. In the helical gear, since the teeth are twisted obliquely with respect to the axial direction, the meshing of the teeth is smoother than, for example, a spur gear. On the other hand, since the teeth are twisted in this way, a thrust load (axial force) is generated (or acts) in the axial direction. Therefore, in the example shown in FIG. 1, a plurality of thrust bearings are provided in the axial direction. Specifically, in the axial direction, a first bearing 25 is provided between the case (fixed portion) 24 and the sun gear 6 in the divided portion 4, and a second bearing 26 is provided between the sun gear 6 and the carrier 9, and the carrier 9. A third bearing 27 between the switch 14 and the switching gear 5, a fourth bearing 28 between the sun gear 11 and the carrier 14, and a fifth bearing 29 between the carrier 14 and the input flange 16. The sixth bearings 30 are disposed between the input flange 16 and the case 24, respectively.

  Further, as described above, since the apparatus shown in FIG. 1 can set a plurality of travel modes, the magnitude of torque acting on each bearing varies depending on each travel mode. In particular, when the HV-Lo mode is set, the torque acting on a predetermined bearing increases. Accordingly, each of the bearings 25, 26, 27, 28, 29, and 30 is in accordance with each torque that acts, and in such a case, the configuration of the bearing and the configuration of the entire power transmission device may be increased in size. There is. Therefore, in the embodiment of the present invention, the above-described bearing and the entire apparatus are configured to be prevented from being enlarged.

  Specifically, the thrust load described above is configured to be reduced (or partially canceled) inside the power transmission device. More specifically, the configuration is such that the twisting direction of the sun gear 6 in the dividing portion 4 and the twisting direction of the sun gear 11 in the switching portion 5 are opposite (reciprocal directions). FIG. 2 shows a case where the twisting direction of the sun gear 6 in the dividing portion 4 and the twisting direction of the sun gear 11 in the switching portion 5 are opposite to each other (Example), and the twisting direction of the sun gear 6 in the dividing portion 4 and the switching portion 5. This is an example comparing the case where the twist direction of the sun gear 11 is the same (conventional example). In the example shown in FIG. 2, the case of the HV-Lo mode is particularly shown, and the twist direction of the sun gear 6 of the dividing portion 4 is set to the left in the axial direction, and the twist direction of the sun gear 11 of the switching portion 5 is set to the right. The direction.

  Further, the thrust loads acting on the first bearing 25 to the sixth bearing 30 are intended to be the thrust loads acting on the sun gear 6 and the ring gear 7 in the dividing portion 4 and the sun gear 11 in the switching portion 5. In the example shown in FIG. 1, the magnitude of the thrust load acting on the sun gear 6 and the ring gear 7 in the dividing portion 4 is the same. The thrust load acting on the carrier 9 (14) is offset by the thrust load received by the pinion gear 8 (13) from the sun gear 6 (11) and the thrust load received from the ring gear 7 (12). It is not considered in the form. Further, the thrust load acting on the ring gear 12 in the switching portion 5 is not considered in the embodiment of the present invention because the thrust load is handled by the bearing in the counter gear unit. The sun gear 6 in the dividing section 4 corresponds to the “predetermined gear in the first planetary gear mechanism” in the embodiment of the present invention, and the sun gear 11 in the switching section 5 is the “second gear” in the embodiment of the present invention. This corresponds to a “predetermined gear in the planetary gear mechanism”. Hereinafter, a description will be given with reference to FIG.

  FIG. 2 shows the magnitude and direction of the load acting on the first bearing 25 to the sixth bearing 30, and the magnitude of the load acting on the thrust bearings 26, 27, 28, 29, 30. In the description, the engine torque, the first motor torque, the direction in which the thrust load of the dividing portion 4 acts, and the direction in which the thrust load of the switching portion 5 acts are specified. The “positive” direction shown in the column of engine torque and first motor torque indicates the rotational direction of the engine 1. Further, the direction (right direction or left direction) in which the thrust load is applied in the dividing unit 4 or the switching unit 5 indicates the left direction or the right direction in the axial direction. The direction in which this thrust load acts is determined from the twist direction of each sun gear 6, 11 and the magnitude of the acting torque.

  In the embodiment of the present invention, as shown in FIG. 2, the thrust load of the dividing section 4 and the thrust load of the switching section 5 act in the left direction (first motor 3 side) in the axial direction. 6, the direction in which the thrust load of the sun gear 11 in the ring gear 7 and the switching unit 5 acts is the direction indicated by the arrow in FIG. That is, the thrust load of the sun gear 6 in the dividing portion 4 is leftward in the axial direction (first motor 3 side), and the thrust load in the ring gear 7 is rightward in the axial direction (engine 1 side) in the switching portion 5. The thrust load of the ring gear 12 acts to the left in the axial direction. Considering these, when the load acting on the sixth bearing 30 from the first bearing 25 is examined, for example, the thrust load in the switching unit 5 acts on the first bearing 25. This is denoted as F2 in FIG. The second bearing 26 and the third bearing 27 are acted on by the thrust load F1 in the dividing portion 4 and the thrust load F2 in the switching portion 5 so as to sandwich the second bearing 26 and the third bearing 27 in the axial direction. To do. It is assumed that the thrust load F2 in the switching unit 5 is larger than the thrust load F1 in the dividing unit 4 and the thrust load F2 in the switching unit 5. Therefore, a load obtained by subtracting the thrust load in the divided portion 4 from the thrust load in the switching portion 5 acts on the second bearing 26 and the third bearing 27 (F2-F1). The thrust loads F1 and F2 are not applied to the fourth bearing 28 to the sixth bearing 30. Therefore, in FIG. 2, “0” is indicated.

In addition, the thrust load F1 in the division part 4 and the thrust load F2 in the switching part 5 can be expressed by the following calculation formulas.
Thrust load F1 ＝ Tg / PCRs1 ・ tan (bp1)
Thrust load F2 ＝ Tg / ρ1 / PCRs2 ・ tan (bp2)
Tg is the torque of the first motor 3, PCRs1 is the pitch circle radius of the sun gear 6 in the dividing section 4, PCRs2 is the pitch circle radius of the sun gear 11 of the switching section 5, bp1 is the twist angle of the sun gear 6 of the dividing section 4, bp2 Indicates the twist angle of the sun gear 11 in the switching unit 5, and ρ 1 indicates the number of teeth of the sun gear 6 / the number of teeth of the ring gear 7 in the dividing unit 4. Further, if the pitch circles and the twist angles of the sun gears 6 and 11 are the same and ρ1 is set in a predetermined range, the thrust load F1 in the dividing portion 4 and the thrust load F2 in the switching portion 5 are as described above. As described above, the thrust load F2 at the switching portion 5 is larger than the thrust load F1 at the divided portion 4 (F2> F1).

  On the other hand, when the twisting direction of the sun gear 6 of the dividing portion 4 and the twisting direction of the sun gear 11 of the switching portion 5 are not different from each other, that is, in the same direction, the direction in which the thrust load acts or the first direction The magnitude of the load acting on the sixth bearing 30 from the bearing 25 is as shown in FIG. 2 (lower side). For example, the loads acting on the second bearing 26 and the third bearing 27 are the thrust load F1 in the divided portion 4 and the thrust load F2 in the switching portion 5 (F1 + F2). That is, in the conventionally known configuration, the thrust load acting on the bearing is relatively large.

  In this way, the twisting direction of the sun gear 6 in the dividing portion 4 and the twisting direction of the sun gear 11 in the switching portion 5 arranged on the same axis as the dividing portion 4 are configured to be opposite to the axial direction. Thrust load acting on the bearing can be reduced. That is, in the example of FIG. 2, as described above, a thrust load acts on the second bearing 26 and the third bearing 27 so as to sandwich the bearings in the axial direction. Can be offset inside the unit. That is, in the example of FIG. 2, only the difference between the thrust load F2 in the switching unit 5 and the thrust load F1 in the dividing unit 4 acts on the second bearing 26 and the third bearing 27. In other words, since these thrust loads are not added together as in the conventionally known configuration, the configuration of the second bearing 26 and the third bearing 27 can be reduced in size. In addition, since the second bearing 26 and the third bearing 27 can be reduced in size, the configuration of the entire power transmission device can be reduced.

  In the example of FIG. 2 described above, the twisting direction of the sun gear 6 in the dividing unit 4 is set to the left direction, and the twisting direction of the sun gear 11 in the switching unit 5 is set to the right direction. . That is, as shown in FIG. 3, the twisting direction of the sun gear 6 in the dividing unit 4 may be set to the right direction, and the twisting direction of the sun gear 11 in the switching unit 5 may be set to the left direction. The thrust load acting on the sixth bearing 30 from the first bearing 25 in this case is as shown in FIG. 3, and even in this case, the thrust load acting on the predetermined bearing can be reduced. That is, as shown in FIG. 3, the thrust load acting on the fourth bearing 28, the fifth bearing 29, and the sixth bearing 30 is conventionally known (the twisting direction is the same in the switching unit 5 and the dividing unit 4). Direction). Therefore, the configuration of each of the bearings 28, 29, and 30 that can reduce the thrust load can be reduced in size, and the configuration of the entire power transmission device can be reduced in size.

  Next, another example in the embodiment of the present invention will be described. As described with reference to FIG. 1, the power transmission device according to the embodiment of the present invention connects the carrier 9 of the dividing unit 4 and the carrier 14 of the switching unit 5, and the ring gear 12 of the switching unit 5. The traveling mode is changed by selectively connecting the carrier 14 to form a compound planetary gear mechanism. Such so-called compounding can be performed even with a configuration other than the configuration shown in FIG. FIG. 4 is a skeleton diagram showing another embodiment of the present invention, and the example shown here is an example in which the arrangement of the dividing unit 4 and the switching unit 5 in the configuration shown in FIG. 1 is changed in the axial direction. Specifically, the dividing unit 4 is arranged on the engine 1 side, and the switching unit 5 is arranged on the first motor 3 side from the dividing unit 4. The first clutch mechanism CL1 and the second clutch mechanism CL2 are further arranged on the first motor 3 side than the switching unit 5. Further, the first bearing 25 to the sixth bearing 30 are arranged at predetermined positions as in the example of FIG. 1 described above.

  4, the bearings 25, 26, 27, 28, when the twisting direction of the sun gear 6 of the dividing portion 4 and the twisting direction of the sun gear 11 of the switching portion 5 are opposite to the axial direction. The direction and magnitude of the load acting on 29 and 30 are shown in FIGS. FIG. 5 and FIG. 6 correspond to FIG. 2 and FIG. 3 described above, and various parameters are the same as those in the above-described example, and thus detailed description thereof will be omitted.

  Note that the same operations and effects as the above example can be obtained also in the examples of FIGS. For example, in the example of FIG. 5, by making the torsional directions of the sun gear 6 of the dividing portion 4 and the sun gear 11 of the switching portion 5 different, only the thrust load F2 of the switching portion 5 acts on the first bearing 25. To do. On the other hand, when the twisting direction of the divided portion 4 and the twisting direction of the switching portion 5 are made the same direction as conventionally known, the load received by the first bearing 25 is the thrust load F1 of the divided portion 4 and the switching portion. Since the thrust load F2 of 5 is added (F1 + F2), the thrust load is relatively large. Therefore, according to the configuration of FIG. 5, the thrust load acting on the first bearing 25 can be reduced.

  Also, in the example of FIG. 6, the thrust load acting on the second bearing 26 and the third bearing 27 is obtained by subtracting the load F1 acting on the dividing portion 4 from the thrust load F2 acting on the switching portion 5. It is possible to reduce the thrust load acting as compared with a conventionally known configuration. Therefore, in the examples shown in FIGS. 5 and 6 as well, the thrust load acting on the predetermined bearing can be reduced, so that the configuration of the bearing can be reduced and the overall configuration of the power transmission device can be reduced. Can be

  Next, still another example in the embodiment of the present invention will be described. FIG. 7 shows an example in which the arrangement of the third bearing 27 is changed, which is substantially the same as the configuration of FIG. 1 described above. In the example shown in FIG. 7, the third bearing 27 is disposed on the outer peripheral side of the ring gear 7 of the dividing portion 4 and is disposed at a position sandwiched between the case 24 in the axial direction. According to this example, for example, the thrust load acting on the second bearing 26 can be reduced. Specifically, as shown in FIG. 8, in the example of FIG. 7 described above, when the twisting direction of the sun gear 6 of the dividing portion 4 is opposite to the twisting direction of the sun gear 11 of the switching portion 5, Neither the thrust load F1 of the divided portion 4 nor the thrust load F2 of the switching portion 5 acts on the two bearings 26. Therefore, since the thrust load acting on the second bearing 26 can be reduced as compared with the conventionally known configuration, the bearing can be downsized as in the above embodiments, and The configuration of the entire apparatus can be reduced in size.

  Although a plurality of embodiments of the present invention have been described above, the present invention is not limited to the above-described example, and may be appropriately changed within the scope of achieving the object of the present invention. In each of the above-described embodiments, the example in which the twisting direction of the sun gear 6 of the dividing unit 4 and the sun gear 11 of the switching unit 5 is reversed with respect to the axial direction has been described. The pinion gears 8 and 13 held by the ring gears 7 and 12 and the carriers 9 and 14 are not limited to the sun gears 6 and 11. That is, it is sufficient if the splitting unit 4 and the switching unit 5 have different configurations with respect to the gears having the same configuration. Moreover, although the example mentioned above demonstrated the example of the HV-Lo mode which has an effect especially, you may apply to the HV-Hi mode and direct connection mode which were mentioned above.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Power split mechanism, 3 ... 1st motor, 4 ... Dividing part, 5 ... Switching part, 6,11 ... Sun gear, 7, 12 ... Ring gear, 8, 13 ... Pinion gear, 9, 14 ... Carrier, DESCRIPTION OF SYMBOLS 10 ... Input shaft, 14a ... Carrier plate, 15 ... Output gear, 16 ... Input flange, 17, 19, 21, 23 ... Dog tooth, 18, 20 ... Movable member, 22 ... Cylindrical part, 24 ... Case (fixed part) 25, 26, 27, 28, 29, 30 ... bearings, CL1, CL2 ... clutch mechanisms.

Claims (1)

An engine and a first motor having a power generation function, the first rotating element to which the engine is connected, the second rotating element to which the first motor is connected, and the driving wheels are connected so as to be able to transmit torque. A first planetary gear mechanism that performs a differential action with the third rotating element, a fourth rotating element that is an input element, a fifth rotating element that is connected to the third rotating element, and an output member. A second planetary gear mechanism that performs a differential action with the sixth rotating element, wherein the first planetary gear mechanism and the second planetary gear mechanism are disposed on the same axis and are predetermined in the axial direction. In a power transmission device for a hybrid vehicle constituted by a helical gear having a twist angle of
A plurality of bearings responsible for loads in the axial direction generated by the first planetary gear mechanism and the second planetary gear mechanism;
A hybrid vehicle characterized in that a torsional direction of a predetermined gear in the first planetary gear mechanism and a predetermined gear in the second planetary gear mechanism is opposite to the axial direction. Power transmission device.

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