JP2020101224A - Power transmission device - Google Patents

Abstract

To provide a power transmission device which can suppress the elongation of a length in an axial line direction of a clutch mechanism in which a movable member and an actuator are arranged at opposite sides with a member for guiding the movable member sandwiched therebetween.SOLUTION: A carrier 18 constituting a planetary gear mechanism comprises at least one circular column-shaped guide part 28 protruding to an axial line direction in a radial direction of the carrier 18. A clutch mechanism Lo/C is constituted of a movable member 39 in which dog teeth 43 which are engaged at an internal peripheral side rather than the guide part 28 are formed, and an actuator 40 arranged at an external peripheral side rather than the guide part 28, and imparting thrust to the movable member 39, and a fitting hole 42 fit with the guide part 28 is formed at the movable member 39 so that the movable member 39 and the carrier 18 integrally rotate.SELECTED DRAWING: Figure 8

Description

The present invention provides a power transmission device including a carrier in a planetary gear mechanism, a first clutch mechanism that engages with another rotating member, and a second clutch mechanism that engages the carrier with another rotating member. It is about.

In Patent Literature 1, a first planetary gear mechanism including a first carrier to which an engine is connected, a first sun gear to which a first motor is connected, and a first ring gear, and a first ring gear are connected. A second planetary gear mechanism including a second sun gear, a second ring gear having an output gear, and a second carrier, and a first clutch connecting the first carrier (or the input shaft) and the second carrier. A drive device is described that includes a mechanism and a second clutch mechanism that connects the second carrier and the second ring gear. The first clutch mechanism and the second clutch mechanism are arranged side by side in the radial direction.

JP, 2018-135053, A

When the first clutch mechanism in the drive device described in Patent Document 1 is a meshing clutch mechanism, a cylindrical shaft projecting from the second carrier in the axial direction and dog teeth are formed on the outer peripheral surface and an input shaft is formed. Between the integrated hub and the cylindrical shaft, the inner peripheral surface is formed with dog teeth that rotate integrally with the cylindrical shaft and are movable in the axial direction of the cylindrical shaft and that mesh with the dog teeth of the hub. The first clutch mechanism can be configured by the cylindrical movable member and the actuator that generates thrust for moving the movable member in the axial direction. On the other hand, when the actuator is arranged on the outer peripheral side of the drive device, that is, when the engaging portion and the actuator are arranged on the opposite sides of the cylindrical shaft that guides the movable member, the movable member and the actuator are separated from each other. When a plate-shaped connecting member such as a flange for connecting is arranged at a predetermined distance from the end of the cylindrical shaft, another member cannot be arranged in the drive region of the connecting member, so the drive device The axis length of may become long.

The present invention has been made in view of the above technical problem, and the axial length of the clutch mechanism in which the movable member and the actuator are arranged on opposite sides of the member that guides the movable member is increased. It is an object of the present invention to provide a power transmission device capable of suppressing this.

In order to achieve the above object, the present invention provides a planetary gear mechanism having two gears, a planetary gear that meshes with the two gears, and a carrier that holds the planetary gear so that it can rotate and revolve, and the two gears. One of the two gears, or the other of the two gears, and a meshing type first clutch mechanism that selectively connects the first rotary member, which is the other rotary member, and the carrier. Power transmission including a rotating member and a second rotating member provided inside the carrier in the radial direction of the first rotating member, and a meshing second clutch mechanism that selectively connects the carrier. In the device, the carrier includes at least one cylindrical guide portion axially protruding from a position between the first rotating member and the second rotating member in a radial direction of the carrier, and the first clutch. The mechanism includes a first actuator and a first movable member having a first dog tooth to which thrust is transmitted from the first actuator and which meshes with the first rotating member, and the second clutch mechanism includes Two actuators and a second movable member that transmits thrust from the second actuator and has second dog teeth that mesh with the second rotating member, and the first movable member is the first movable member. Has a first fitting hole into which the guide portion fits so as to rotate integrally with the carrier, and the second movable member has the second movable member so that the second movable member rotates integrally with the carrier. It is characterized in that it has a second fitting hole into which the guide portion is fitted.

According to the present invention, the first movable member and the second movable member are fitted to the guide portion projecting from the carrier in the axial direction, so that the actuator and the dog teeth that mesh with each other by moving the movable member by the actuator. Even if and are arranged on opposite sides of the guide portion, it is not necessary to dispose the movable member so as to be separated from the end portion of the guide portion. In other words, the sliding area of the movable member is set to the shaft of the guide portion. Since the length can be set within the range, the shaft length of the power transmission device can be shortened.

FIG. 1 is a skeleton diagram for explaining an example of a vehicle including a power transmission device according to an embodiment of the present invention. FIG. 11 is a nomographic chart for explaining an operating state in the HV-Hi mode. FIG. 11 is a nomographic chart for explaining an operating state in the HV-Lo mode. FIG. 8 is a nomographic chart for explaining an operating state in the direct connection mode. FIG. 6 is a nomographic chart for explaining an operating state in EV-Lo mode. FIG. 6 is a nomographic chart for explaining an operating state in EV-Hi mode. FIG. 6 is a nomographic chart for explaining an operating state in a single mode. It is a sectional view for explaining an example of composition in which each actuator is arranged outside a power split mechanism. FIG. 6 is a cross-sectional view for explaining a configuration example in which each actuator is arranged outside a power split mechanism, and each movable member is held by two pinion shafts. FIG. 10 is a front view for explaining a configuration example of a second movable member in FIG. 9. It is a sectional view for explaining an example of composition in which each actuator was arranged inside a power split mechanism. FIG. 11 is a cross-sectional view for explaining a configuration example in which each actuator is arranged inside a power split mechanism, and each movable member is held by two pinion shafts. It is a sectional view for explaining the example of composition which arranged the 1st actuator outside the power split mechanism and arranged the 2nd actuator inside the power split mechanism. It is sectional drawing which follows the XIV-XIV line in FIG.

FIG. 1 shows an example of a vehicle provided with a power transmission device that can be applied to the present invention. In the example shown in FIG. 1, the power transmission device 2 that transmits torque from the driving force source to the front wheels 1R and 1L is provided in front of the vehicle Ve so that the rotation center axis extends along the vehicle width direction. That is, this power transmission device 2 is of a so-called horizontal type, and the power transmission device in which the rotation center axis is arranged along the vehicle width direction in this way has a rotation center axis along the front-rear direction of the vehicle. As compared with the case of arranging in such a manner, the restriction on the length in the axial direction is large.

The power transmission device 2 is a so-called two-motor type drive device including an engine 3 and two motors 4 and 5 as driving force sources, and a first motor 4 is a motor having a power generation function (that is, a motor. Generator: MG1), which controls the rotation speed of the engine 3 by the first motor 4 and drives the second motor 5 by the electric power generated by the first motor 4, and the drive output by the second motor 5 The torque is configured to be added to the driving torque for traveling. The second motor 5 can be configured by a motor having a power generation function (namely, motor generator: MG2).

A power split mechanism 6 is connected to the engine 3. The power split mechanism 6 mainly has a split unit 7 having a function of splitting a torque output from the engine 3 into a first motor 4 side and an output side, and a function of changing a split rate of the torque. It is constituted by the transmission unit 8.

It suffices that the dividing section 7 has a configuration in which three rotating elements perform a differential action, and a planetary gear mechanism can be adopted. In the example shown in FIG. 1, a single pinion type planetary gear mechanism is used. 1 is a sun gear 9, a ring gear 10 concentrically arranged with respect to the sun gear 9, which is an internal gear, and a sun gear 9 arranged between the sun gear 9 and the ring gear 10. The pinion gear 11 meshes with the ring gear 10 and a carrier 12 that holds the pinion gear 11 so that it can rotate and revolve. The sun gear 9 mainly functions as a reaction element, the ring gear 10 mainly functions as an output element, and the carrier 12 mainly functions as an input element.

The power output from the engine 3 is input to the carrier 12. Specifically, the input shaft 14 of the power split mechanism 6 is connected to the output shaft 13 of the engine 3, and the input shaft 14 is connected to the carrier 12. Instead of directly connecting the carrier 12 and the input shaft 14, the carrier 12 and the input shaft 14 may be connected via a transmission mechanism such as a gear mechanism. Further, a mechanism such as a damper mechanism or a torque converter may be arranged between the output shaft 13 and the input shaft 14.

The first motor 4 is connected to the sun gear 9. In the example shown in FIG. 1, the split unit 7 and the first motor 4 are arranged on the same axis as the rotation center axis of the engine 3, and the first motor 4 is located on the opposite side of the engine 3 with the split unit 7 interposed therebetween. It is arranged. Between the dividing portion 7 and the engine 3, a transmission portion 8 is arranged on the same axis as the dividing portion 7 and the engine 3 and aligned in the direction of the axis.

The speed change unit 8 corresponds to the “planetary gear mechanism” in the embodiment of the present invention, is configured by a single pinion type planetary gear mechanism, and is arranged concentrically with the sun gear 15 and the sun gear 15. A ring gear 16 which is an internal gear, a pinion gear 17 which is arranged between the sun gear 15 and the ring gear 16 and meshes with the sun gear 15 and the ring gear 16, and which holds the pinion gear 17 so as to rotate and revolve. A differential mechanism having a carrier 18 and performing a differential action by three rotating elements of a sun gear 15, a ring gear 16, and a carrier 18. The ring gear 10 in the split portion 7 is connected to the sun gear 15 in the transmission portion 8. Further, the ring gear 16 in the transmission unit 8 is formed with external teeth, and the external teeth function as the output gear 19.

A Lo clutch mechanism Lo/C is provided so that the dividing unit 7 and the speed changing unit 8 form a compound planetary gear mechanism. The Lo clutch mechanism Lo/C is configured to selectively connect the carrier 18 in the speed change unit 8 to the carrier 12 in the split unit 7 or the input shaft 14. The Lo clutch mechanism Lo/C is composed of a meshing clutch mechanism that transmits torque by meshing dog teeth. The detailed configuration of the Lo clutch mechanism Lo/C will be described later.

By engaging the Lo clutch mechanism Lo/C, the carrier 12 in the dividing portion 7 and the carrier 18 in the speed changing portion 8 are connected to serve as input elements, and the sun gear 9 in the dividing portion 7 serves as a reaction force element. Further, a compound planetary gear mechanism in which the ring gear 16 in the transmission unit 8 serves as an output element is formed. That is, the compound planetary gear mechanism is configured so that the input shaft 14, the output shaft 4a of the first motor 4, and the driven gear 21 described later can be differentially rotated.

Further, a Hi clutch mechanism Hi/C for integrating the entire transmission unit 8 is provided. The Hi clutch mechanism Hi/C is for connecting at least any two rotating elements such as connecting the carrier 18 and the ring gear 16 or the sun gear 15 or the sun gear 15 and the ring gear 16 in the transmission unit 8. , Lo clutch mechanism Lo/C, it is constituted by a meshing clutch mechanism that transmits torque by meshing dog teeth. In the example shown in FIG. 1, the Hi clutch mechanism Hi/C is configured to connect the carrier 18 and the ring gear 16 in the transmission unit 8. The detailed configuration of the Hi clutch mechanism Hi/C will be described later.

The Lo clutch mechanism Lo/C and the Hi clutch mechanism Hi/C are arranged on the same axis as the engine 3, the dividing unit 7, and the speed changing unit 8, and on the side opposite to the dividing unit 7 with the speed changing unit 8 interposed therebetween. It is located in. Further, the meshing portion of the Lo clutch mechanism Lo/C, in other words, the portion where the carrier 18 and the carrier 12 are engaged or released, and the meshing portion of the Hi clutch mechanism Hi/C, in other words, the carrier 18 and the ring gear 16. The part to be engaged or disengaged is arranged side by side on the inner peripheral side and the outer peripheral side in the radial direction. Therefore, the overall shaft length of the power transmission device 2 can be shortened. The Hi clutch mechanism Hi/C corresponds to the "first clutch mechanism" in the embodiment of the invention, the Lo clutch mechanism Lo/C corresponds to the "second clutch mechanism" in the embodiment of the invention, and the ring gear. 16 corresponds to the "first rotating member" in the embodiment of the present invention, and the carrier 12 or the input shaft 14 corresponds to the "second rotating member" in the embodiment of the present invention.

A counter shaft 20 is arranged in parallel with the center axis of rotation of the engine 3, the division portion 7, or the transmission portion 8 described above. A driven gear 21 meshing with the output gear 19 is attached to the counter shaft 20. A drive gear 22 is attached to the counter shaft 20, and the drive gear 22 meshes with a ring gear 24 in a differential gear unit 23 that is a final reduction gear. Further, a drive gear 26 mounted on a rotor shaft 25 of the second motor 5 meshes with the driven gear 21. Therefore, the power or torque output from the second motor 5 is added to the power or torque output from the output gear 19 at the driven gear 21. The power or torque combined in this manner is output from the differential gear unit 23 to the left and right drive shafts 27, and the power or torque is transmitted to the front wheels 1R, 1L.

Further, the power transmission device 2 is configured such that the output shaft 13 or the input shaft 14 can be selectively fixed so that the drive torque output from the first motor 4 can be transmitted to the front wheels 1R, 1L. A friction type or mesh type braking mechanism B1 is provided. That is, by fixing the output shaft 13 or the input shaft 14 by the brake mechanism B1, the carrier 12 in the split portion 7 and the carrier 18 in the speed change portion 8 function as reaction force elements, and the sun gear 9 in the split portion 7 is used as the input element. It is configured to be able to function as. In addition, the brake mechanism B1 is not limited to a configuration in which the output shaft 13 or the input shaft 14 is completely fixed, as long as it can generate a reaction torque when the first motor 4 outputs a drive torque. It suffices that the reaction torque that acts on the output shaft 13 or the input shaft 14 can be applied. Alternatively, a one-way clutch that prohibits the output shaft 13 and the input shaft 14 from rotating in a direction opposite to the direction in which the engine 3 is driven may be provided instead of the brake mechanism B1.

The power transmission device 2 outputs the drive torque from the first motor 4 and the second motor 5 without outputting the drive torque from the engine 3 and the HV drive mode in which the drive torque is output from the engine 3 for traveling. It is possible to set the EV drive mode in which the vehicle travels as a vehicle. Further, in the HV traveling mode, when the first motor 4 is rotated at a low rotation speed (including “0” rotation), the engine 3 (or the input shaft 14) is rotated more than the rotation speed of the ring gear 16 in the transmission unit 8. The HV-Lo mode in which the rotation speed is a high rotation speed, the HV-Hi mode in which the rotation speed of the engine 3 (or the input shaft 14) is lower than the rotation speed of the ring gear 16 in the transmission unit 8, and the transmission unit It is possible to set the direct coupling mode in which the rotation speed of the ring gear 16 and the rotation speed of the engine 3 (or the input shaft 14) in 8 are the same.

Specifically, by engaging the Lo clutch mechanism Lo/C and transmitting the driving torque output from the engine 3 to the front wheels 1R, 1L, the HV-Lo mode is set and the Hi clutch mechanism Hi/C is set. The HV-Hi mode is set by transmitting the drive torque that is engaged and output from the engine 3 to the front wheels 1R and 1L. Further, the direct coupling mode is set by engaging the Lo clutch mechanism Lo/C and the Hi clutch mechanism Hi/C and outputting the driving torque from the engine 3.

Furthermore, in the EV traveling mode, a dual mode in which drive torque is output from the first motor 4 and the second motor 5, and a drive torque is output only from the second motor 5 without outputting drive torque from the first motor 4. Single mode and can be set. Furthermore, the dual mode sets an EV-Lo mode in which the amplification factor of the torque output from the first motor 4 is relatively large and an EV-Hi mode in which the amplification factor of the torque output from the first motor 4 is relatively small. It is possible to

Specifically, by engaging the Lo clutch mechanism Lo/C and the brake mechanism B1 and outputting the drive torque from the first motor 4, the EV-Lo mode is set, and the Hi clutch mechanism Hi/C and the brake mechanism are set. The EV-Hi mode is set by engaging B1 and outputting the drive torque from the first motor 4. Further, by releasing the Lo clutch mechanism Lo/C, the Hi clutch mechanism Hi/C, and the brake mechanism B1, the single mode in which the vehicle can travel with the engine 3 and the first motor 4 stopped is set. In the single mode, the drive torque is output only from the second motor 5 with the Lo clutch mechanism Lo/C engaged, or the second motor is driven with the Hi clutch mechanism Hi/C engaged. It is also possible to output the driving torque from only 5 and travel.

2 to 7 are collinear charts for explaining the rotational speeds of the respective rotary elements of the power split mechanism 6 and the directions of the torques of the engine 3, the motors 4, 5 when the respective traveling modes are set. There is. The collinear diagram is a diagram showing straight lines showing the respective rotary elements in the power split device 6 in parallel with each other with a gear ratio interval, and showing a distance from a base line orthogonal to these straight lines as a rotational speed of each rotary element. In addition, the direction of the torque is indicated by an arrow on the straight line indicating each rotating element, and the magnitude thereof is indicated by the length of the arrow.

As shown in FIG. 2, in the HV-Hi mode, the driving torque is output from the engine 3, the Hi clutch mechanism Hi/C is engaged, and the reaction torque is output from the first motor 4. Further, as shown in FIG. 3, in the HV-Lo mode, the drive torque is output from the engine 3, the Lo clutch mechanism Lo/C is engaged, and the reaction torque is output from the first motor 4. The rotation speed of the first motor 4 when the HV-Hi mode or the HV-Lo mode is set is the efficiency of the power transmission device 2 as a whole in consideration of the fuel consumption of the engine 3 and the driving efficiency of the first motor 4. (The value obtained by dividing the total energy consumption amount consumed by the engine 3 and each motor 4, 5 by the drive energy amount obtained by the product of the rotational speed of the front wheels 1R, 1L and torque) is the best. Controlled. The rotation speed of the first motor 4 can be continuously changed, and the engine rotation speed is determined based on the rotation speed of the first motor 4 and the vehicle speed. Therefore, the power split mechanism 6 can function as a continuously variable transmission.

In the direct coupling mode, the respective clutch elements Lo/C and Hi/C are engaged, so that the respective rotary elements in the power split mechanism 6 rotate at the same rotational speed as shown in FIG. That is, all the power of the engine 3 is output from the power split mechanism 6.

Further, as shown in FIGS. 5 and 6, in the EV-Lo mode and the EV-Hi mode, the brake mechanism B1 is engaged, and the Lo clutch mechanism Lo/C or the Hi clutch mechanism Hi/C is engaged, Drive torque is output from each of the motors 4 and 5 to run. As shown in FIGS. 5 and 6, the ratio of the number of rotations of the ring gear 16 in the transmission 8 to the number of rotations of the first motor 4 in the EV-Lo mode is smaller than that in the EV-Hi mode. That is, the EV-Lo mode has a larger reduction ratio than the EV-Hi mode. Therefore, a large driving force can be obtained by setting the EV-Lo mode. In the single mode, as shown in FIG. 7, the driving torque is output only from the second motor 5, and the clutch mechanisms Lo/C and Hi/C are released, so that Each rotating element is in a stopped state. Therefore, the power loss caused by rotating the engine 3 and the first motor 4 together can be reduced.

The switching of the traveling modes described above is executed according to the required driving force and the vehicle speed. In that case, for example, in the HV traveling mode, the rotation speed of the first motor 4 is controlled to once set the direct connection mode, and then the HV-Hi mode or the HV-Lo mode is switched to. Alternatively, after the clutch mechanisms Lo/C and Hi/C are once released, the first motor 4 of the first motor 4 is controlled so that the difference between the input side rotation speed and the output side rotation speed of the clutch mechanism to be engaged is equal to or less than the allowable value. The rotation speed is controlled and then the clutch mechanism is engaged. Even when the EV drive mode is set, the drive mode can be switched by similarly controlling the first motor 4 and each clutch mechanism Lo/C, Hi/C. When switching the engaged state and the released state of the clutch mechanism in this way, the magnitude of the torque acting on the meshing surface can be controlled by controlling the rotation speed and torque of the first motor 4. Therefore, when the controllability is good, the rigidity of the members constituting the clutch mechanism can be reduced. That is, the clutch mechanism can be downsized.

The power transmission device according to the embodiment of the present invention is intended for the one in which the clutch mechanism is provided so that the meshing portions are lined up inward and outward in the radial direction as described above. The purpose is to reduce the axial length. A cross-sectional view for explaining the configuration in detail is shown in FIG.

In the example shown in FIG. 8, the carrier 18 of the speed change portion 8 is arranged on the engine 3 side of the pinion gear 17 and the annular first carrier plate 18 a arranged on the opposite side of the engine 3 with the pinion gear 17 interposed therebetween. It is composed of an annular second carrier plate 18b, and a pinion shaft 18c which is connected to the first carrier plate 18a and the second carrier plate 18b and into which the pinion gear 17 is fitted. The pinion shafts 18c are provided in the same number as the pinion gears 17, and one of the pinion shafts (hereinafter, referred to as a guide shaft) 28 penetrates the second carrier plate 18b. In the example shown in FIG. 8, a cylindrical shaft 29 inserted between the sun gear 15 and the input shaft 14 is formed on the inner peripheral side of the second carrier plate 18b.

Further, the ring gear 16 of the speed change unit 8 is formed with a cylindrical shaft 30 toward a side of the engine 3 from a position where internal teeth meshing with the pinion gear 17 are formed. 1 dog tooth) 31 is formed.

The Hi clutch mechanism Hi/C shown in FIG. 8 is fitted so as to be movable in the axial direction of the guide shaft 28, and also has a first movable member 32 configured to rotate integrally with the carrier 18. The first movable member 32 includes a first actuator 33 that applies a thrust force.

The first movable member 32 has an annular first pressing plate 34 arranged on the engine 3 side with respect to the speed changing unit 8, and a cylindrical shaft 35 protruding from the first pressing plate 34 toward the speed changing unit 8 side. It is composed of an annular first meshing plate 36 formed at the end of the cylindrical shaft 35.

The outer diameter of the first pressing plate 34 is formed larger than the outer diameter of the transmission unit 8, that is, the outer diameter of the ring gear 16, and the first actuator 33 is provided so as to press the outer peripheral portion thereof in the axial direction. ing. The first actuator 33 may be a hydraulic actuator or an electromagnetic actuator, and by inputting a signal to the first actuator 33, the first pressing plate 34 is moved to the speed change unit 8 side, and the first actuator 33 is moved to the first actuator 33. The first pressing plate 34 may be configured to be separated from the transmission unit 8 by cutting off the input of the signal of No. 1, and the first pressing plate 34 can be moved by inputting an engagement signal to the first actuator 33. The first pressing plate 34 may be separated from the transmission unit 8 by moving the transmission unit 8 to the transmission unit 8 side and inputting a release signal to the first actuator 33.

The inner diameter of the first pressing plate 34 is formed to be larger than the outer diameter of a cylindrical shaft 37, which will be described later, of the Lo clutch mechanism Lo/C, and to the inside of the guide shaft 28 in the radial direction of the input shaft 14. A cylindrical shaft 35 into which the guide shaft 28 is fitted is formed in a part of the inner peripheral portion thereof. Further, spline teeth are formed on the inner surface of the cylindrical shaft 35, and spline teeth are formed on at least a portion of the guide shaft 28 into which the cylindrical shaft 35 fits. It fits.

The first meshing plate 36 formed at the tip of the cylindrical shaft 35 is formed in an annular shape so that the outer diameter is approximately the same as the cylindrical shaft 30 centering on the rotation center axis of the input shaft 14, and the outer peripheral surface thereof. A second dog tooth 38 that can be engaged with the first dog tooth 31 is formed at. Therefore, when the first mesh plate 36 moves toward the speed change unit 8, the first dog teeth 31 and the second dog teeth 38 mesh with each other, and the first mesh plate 36 moves away from the speed change unit 8 to move the first dog plate 31. The tooth 31 and the second dog tooth 38 are configured to be disengaged from each other.

In the Hi clutch mechanism Hi/C configured as described above, the carrier 18 and the first pressing plate 34 rotate the input shaft 14 because the first pressing plate 34 and the guide shaft 28 are in spline engagement. Rotate integrally around the central axis. Therefore, by engaging the first dog teeth 31 and the second dog teeth 38, the torque of the carrier 18 is transmitted to the ring gear 16 via the first movable member 32.

Further, the Lo clutch mechanism Lo/C shown in FIG. 8 is fitted to the guide shaft 28, can move in the axial direction of the guide shaft 28, and has a second movable member 39 that rotates integrally with the carrier 18. The second movable member 39 includes a second actuator 40 that applies a thrust to the second movable member 39 so that the second movable member 39 moves in the axial direction of the guide shaft 28.

The second movable member 39 is formed by an annular second pressing plate 41 arranged on the opposite side of the transmission unit 8 with the first pressing plate 34 interposed therebetween, and protruding from the second pressing plate 41 to the transmission unit 8 side. And a cylindrical shaft 37 that is formed.

The outer diameter of the second pressing plate 41 is formed larger than the outer diameter of the transmission unit 8, that is, the outer diameter of the ring gear 16, and the second actuator 40 is provided so as to press the outer peripheral portion thereof in the axial direction. ing. The second actuator 40 may be a hydraulic actuator or an electromagnetic actuator, and by inputting a signal to the second actuator 40, the second pressing plate 41 is moved to the speed change unit 8 side, and the second actuator 40 is moved to the second actuator 40. The second pressing plate 41 may be configured to be separated from the transmission unit 8 by cutting off the input of the signal of No. 2, and the second pressing plate 41 can be moved by inputting an engagement signal to the second actuator 40. The second pressing plate 41 may be separated from the speed change unit 8 by moving the speed change unit 8 side and inputting a release signal to the second actuator 40.

The inner diameter of the second pressing plate 41 is formed to the inside of the cylindrical shaft 35 of the Hi clutch mechanism Hi/C in the radial direction of the input shaft 14. A cylindrical shaft 37 extending toward the transmission unit 8 is formed on the inner peripheral portion thereof. That is, the cylindrical shaft 37 is formed so as to extend between the cylindrical shaft 35 of the Hi clutch mechanism Hi/C and the input shaft 14.

Further, a through hole 42 into which the guide shaft 28 is fitted is formed in the second pressing plate 41, spline teeth are formed on the inner surface of the through hole 42, and the spline teeth formed in the through hole 42 and the guides are formed. It is configured to mesh with the spline teeth formed on the shaft 28.

Further, third dog teeth 43 are formed on the inner surface of the tip of the cylindrical shaft 37. A hub 44 is formed on the input shaft 14 adjacent to the second carrier plate 18b and at the same position as the first dog tooth in the axial direction of the input shaft 14, and the hub 44 has a third outer surface on the outer peripheral surface thereof. A fourth dog tooth 45 that selectively meshes with the dog tooth 43 is formed. Therefore, when the cylindrical shaft 37 moves to the speed change unit 8 side, the third dog teeth 43 and the fourth dog teeth 45 mesh with each other, and the cylindrical shaft 37 moves away from the speed change unit 8 so that the third dog teeth 43 and the third dog teeth 43 move. The engagement with the 4 dog teeth 45 is eliminated.

In the Lo clutch mechanism Lo/C configured as described above, since the second pressing plate 41 and the guide shaft 28 are in spline engagement, the carrier 18 and the second pressing plate 41 rotate integrally. Therefore, by engaging the third dog teeth 43 and the fourth dog teeth 45, the torque of the carrier 12 is transmitted to the carrier 18 via the second movable member 39. When the Hi clutch mechanism Hi/C is released and the Lo clutch mechanism Lo/C is engaged, the first pressing plate 34 and the second pressing plate 41 approach each other, but Since the two pressing plates 41 are both configured to rotate integrally with the carrier 18, the first pressing plate 34 and the second pressing plate 41 do not rotate relative to each other. Therefore, it is not necessary to separate the first pressing plate 34 and the second pressing plate 41 from each other by, for example, suppressing contact between the first pressing plate 34 and the second pressing plate 41. The length can be shortened.

Further, the through hole 42 is formed in the second pressing plate 41, and the guide shaft 28 is configured to be inserted into the through hole 42, so that the cylindrical shaft 37 disposed on the inner peripheral side with the guide shaft 28 interposed therebetween is formed. It is not necessary to dispose the member (second pressing plate 41) that is connected to the actuator 40 arranged on the outer peripheral side on the engine 3 side with respect to the tip end of the guide shaft 28. In other words, the range of the axial length of the guide shaft 28. Since the inside can be the sliding area of the second pressing plate 41, the axial length of the drive device can be shortened.

The guide shaft 28 and the first pressing plate 34 or the second pressing plate 41 described above may be engaged not only by spline engagement but also by a key and a key groove.

In the example shown in FIG. 8, the oil passage 46 is formed along the rotation center axis of the input shaft 14, and the output port 47 is formed from the oil passage 46 toward the position where the cylindrical shaft 29 is fitted. .. Further, an oil passage 48 is formed inside the cylindrical shaft 29 and the second carrier plate 18b, and the oil passage 48 communicates with an oil passage 49 formed on the central axis of the pinion shaft 18c. The oil passage 49 is open at a portion where the pinion gear 17 and the pinion shaft 18c are fitted, a region where the cylindrical shaft 35 slides, and a region where the second pressing plate 41 slides. The sliding resistance is reduced and the pinion gear and the sliding portion are cooled. Therefore, the oil passage for supplying the cylindrical shaft 35 and the second pressing plate 41 can also be used as the oil passage for supplying the pinion gear, so that it is possible to prevent the drive device from increasing in size.

On the other hand, in the Hi clutch mechanism Hi/C and the Lo clutch mechanism Lo/C configured as described above, the first pressing plate 34 and the second pressing plate 41 are held by the spline engagement or the key. The dimensional error of the spline teeth, the key, or the key groove is inevitably large as compared with the cylindrical shaft. Therefore, the backlash between the first pressing plate 34 or the second pressing plate 41 and the guide shaft 28 becomes large, and the first pressing plate 34 or the second pressing plate 41 may be inclined. As a result, the engagement length between the first dog tooth 31 and the second dog tooth 38, the engagement length between the third dog tooth 43 and the fourth dog tooth 45 may become shorter, or the sliding resistance may increase. .. Therefore, in the example shown in FIG. 9, the first pressing plate 34 and the second pressing plate 41 are each configured to be held by two guide shafts.

In the example shown in FIG. 9, four pinion gears 17 and four pinion shafts 18c are provided, respectively, and all of the pinion shafts 18c penetrate the second carrier plate 18b and extend to the engine 3 side. .. Further, in place of the cylindrical shaft 35, the first pressing plate 34 is formed with a convex portion 50 having a predetermined length in the circumferential direction and having an arc-shaped cross-section protruding toward the speed change portion 8 side, and is formed on the outer peripheral surface thereof. The second dog teeth 38 are formed. Two through holes 51 are formed in the convex portion 50, and the pinion shaft 18c is inserted into the through holes 51. In the example shown here, each pinion shaft 18c is formed in a columnar shape.

Further, similarly, the second pressing plate 41 is also formed with a convex portion 52 having a predetermined length in the circumferential direction and having an arc-shaped cross-section protruding toward the transmission portion 8. As shown in FIG. 10, a fan-shaped third meshing plate 53 is integrated with the tip of the convex portion 52. Two through holes 54 are formed in the convex portion 52 and the third meshing plate 53, and a columnar pinion shaft 18c is inserted into each of the through holes 54. Further, a through hole 55 having a diameter slightly larger than the outer diameter of the hub 44 is formed at the center of the third meshing plate 53 in the radial direction, and the third dog tooth 43 is formed on the inner surface of the through hole 55. Has been done.

As described above, the pinion shaft 18c may be formed in a cylindrical shape by holding the first pressing plate 34 and the second pressing plate 41 by the two or more pinion shafts 18c, and the pinion shaft 18c and the first pressing plate 34 may be formed. Also, it is possible to reduce the backlash with the through holes 51, 54 formed in the second pressing plate 41. As a result, the inclination of the first pressing plate 34 and the second pressing plate 41 can be suppressed. Alternatively, it is not necessary to increase the fitting length of the pinion shaft 18c and the through holes 51 and 54 in order to suppress the inclination of the first pressing plate 34 and the second pressing plate 41, and the axial length is shortened. can do.

In addition, the Hi clutch mechanism Hi/C and the Lo clutch mechanism Lo/C according to the embodiment of the present invention are not limited to the configuration in which the first actuator 33 and the second actuator 40 are arranged on the outer peripheral side of the speed change unit 8, and are illustrated in FIG. As shown in FIG. 12, it may be arranged inside.

The example shown in FIG. 11 is an example in which the actuators 33 and 40 shown in FIG. 8 are arranged on the inner peripheral side of the guide shaft 28, and the second pressing plate 41 is arranged to be closer to the transmission unit 8 than the first pressing plate 34. The outer edge of the second pressing plate 41 is disposed outside the guide shaft 28. A cylindrical shaft 56 is integrated on the outer peripheral portion of the second pressing plate 41 on the side of the transmission unit 8, and the guide shaft 28 is inserted through the cylindrical shaft 56. Note that the example shown in FIG. 11 shows a configuration in which the second movable member 39 is held by one pinion shaft 18c, and therefore the cylindrical shaft 56 and the guide shaft 28 are in spline engagement. A second meshing plate 57 is integrated with the end of the cylindrical shaft 56. The outer diameter of the second meshing plate 57 is formed to be substantially the same as the outer diameter of the second pressing plate 41, and the inner diameter is formed to be substantially the same as the outer diameter of the hub 44, and the third dog is formed on the inner peripheral surface thereof. Teeth 43 are formed. Then, the second actuator 40 is configured to apply a thrust to the inner peripheral portion of the second pressing plate 41.

Further, the outer diameter of the first pressing plate 34 is formed to be substantially the same as the inner diameter of the cylindrical shaft 30, and the outer peripheral portion of the first pressing plate 34 is provided with the cylindrical shaft 58 formed to have substantially the same outer diameter as the first pressing plate 34. It is connected. A second dog tooth 38 meshing with the first dog tooth 31 is formed at the tip of the cylindrical shaft 58. Further, a through hole 59 into which the guide shaft 28 is inserted is formed in the first pressing plate 34, spline teeth are formed on the inner peripheral surface thereof, and the guide shaft 28 and the through hole 59 are spline engaged. ing. Then, the first actuator 33 is configured to apply a thrust force to the inner peripheral portion of the first pressing plate 34.

FIG. 12 shows an example in which the actuators 33 and 40 are arranged on the inner peripheral side of the guide shaft 28, and the first movable member 32 and the second movable member 39 are respectively held by two pinion shafts 18c. is there. In the example shown in FIG. 12, the first movable member 32 includes an annular first fitting portion 60 and an annular first pressing plate 34 formed on the inner peripheral surface of the first fitting portion 60 on the engine 3 side. And the second dog teeth 38 formed on the outer peripheral surface of the first fitting portion 60 on the speed change portion 8 side. Further, two through holes 61 are formed in the first fitting portion 60, and the columnar pinion shaft 18c is inserted into these through holes 61. The first actuator 33 is provided so as to apply a thrust to the inner peripheral surface of the first pressing plate 34.

Further, the second movable member 39 includes an annular second fitting portion 62, an annular second pressing plate 41 protruding inward at a central portion of the second fitting portion 62 in the thickness direction, and a second fitting portion. The third dog tooth 43 is formed on the inner surface of the gear unit 62 on the side of the transmission unit 8. Further, two through holes 63 are formed in the second fitting portion 62, and the cylindrical pinion shaft 18c is inserted into these through holes 63. The second actuator 40 is provided so as to apply a thrust force to the inner peripheral surface of the second pressing plate 41.

On the other hand, since the pressing plates 34 and 41 shown in FIGS. 8, 9, 11, and 12 and the member on which the dog teeth 38 and 43 are formed are formed in an annular shape, the two actuators 33, When 30 is arranged on the outer peripheral side or the inner peripheral side, for example, the first pressing plate 34 and the second pressing plate 41 are arranged side by side in the axial direction, and the axial length of the drive device is correspondingly increased. Can be long. Therefore, as shown in FIG. 13, the first actuator 33 may be arranged on the outer peripheral side and the second actuator 40 may be arranged on the inner peripheral side.

In the example shown in FIG. 13, the first movable member 32 has a cylindrical portion 64 configured such that the inner surface thereof is outside the guide shaft 28 in the radial direction of the input shaft 14, and the first movable member 32 projects inside the cylindrical portion 64. A third fitting portion 64a having a through hole 65 into which the guide shaft 28 is fitted, a second dog tooth 38 formed on the outer surface of the cylindrical portion 64 on the side of the speed change portion 8, and a portion of the cylindrical portion 64 on the engine 3 side. It is constituted by an annular first pressing plate 34 formed at the end. A sectional view taken along the line XIV-XIV is shown in FIG. 14, and in the example shown here, a key 66 is formed in the guide shaft 28 and a key groove 67 is formed in the through hole 65.

The second movable member 39 has a cylindrical portion 68 having an inner diameter substantially equal to the outer diameter of the hub 44, and an annular second pressing plate integrated with the inner surface of the central portion of the cylindrical portion 68 in the thickness direction. 41, a fourth fitting portion 70 having a through hole 69 protruding outward from a part of the outer surface of the cylindrical portion 68 and into which the guide shaft 28 is fitted, and formed on the inner surface of the cylindrical portion 68 on the speed change portion 8 side. It is composed of the third dog teeth 43. The guide shaft 28 and the fourth fitting portion 70 are configured to be engaged by a key. That is, as shown in FIG. 14, a key 71 is formed in the guide shaft 28 and a key groove 72 is formed in the through hole 69.

With the configuration shown in FIG. 13, the first movable member 32 and the second movable member 39 can be arranged so as to partially overlap each other in the axial direction, and the axial length of the drive device can be shortened.

1R, 1L... Front wheels, 2... Power transmission device, 3... Engine, 4, 5... Motor, 6... Power split mechanism, 7... Dividing part, 8... Speed changing part, 9, 15... Sun gear, 10, 16, 24... Ring gear, 11, 17... Pinion gear, 12, 18... Carrier, 14... Input shaft, 18a, 18b... Carrier plate, 18c... Pinion shaft, 28... Guide shaft, 29, 30, 35, 37, 56, 58... Cylindrical shaft , 31, 38, 43, 45... Dog teeth, 32, 39... Movable member, 33, 40... Actuator, 34, 41... Pressing plate, 36, 53, 57... Engaging plate, 42, 51, 54, 55, 59 , 61, 63, 65, 69... Through hole, 44... Hub, 46, 48, 49... Oil passage, 47... Output port, 50, 52... Convex portion, 60, 62, 64a, 70... Fitting portion, 64 , 68... Cylindrical part, 66, 71... Key, 67, 72... Keyway, Hi/C... Hi clutch mechanism, Lo/C... Lo clutch mechanism, Ve... Vehicle.

Claims (1)

A planetary gear mechanism having two gears, a planetary gear that meshes with the two gears, and a carrier that holds the planetary gear so that it can rotate and revolve, and one of the two gears, or another rotating member. A meshing type first clutch mechanism for selectively connecting a certain first rotating member and the carrier, and the other of the two gears, or further another rotating member, which is more than the first rotating member. A power transmission device including a second rotating member provided on an inner side in a radial direction of a carrier, and a meshing type second clutch mechanism for selectively connecting the carrier,
The carrier includes at least one cylindrical guide portion projecting in the axial direction from a position between the first rotating member and the second rotating member in the radial direction of the carrier,
The first clutch mechanism is composed of a first actuator and a first movable member having a first dog tooth to which thrust is transmitted from the first actuator and which meshes with the first rotating member,
The second clutch mechanism includes a second actuator and a second movable member having a second dog tooth to which thrust is transmitted from the second actuator and which meshes with the second rotating member,
The first movable member has a first fitting hole into which the guide portion fits so that the first movable member rotates integrally with the carrier,
The power transmission device according to claim 1, wherein the second movable member has a second fitting hole into which the guide portion fits so that the second movable member rotates integrally with the carrier.

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