JP2021046204A - Transaxle apparatus - Google Patents

Abstract

To increase travel patterns while suppressing a loss due to an oil bath.SOLUTION: A transaxle apparatus 1, for use in a hybrid vehicle that includes an engine 2, a first rotary electric machine 3 and a second rotary electric machine 4, and transmits power of the engine 2 and first rotary electric machine 3 individually to an output shaft 12 on drive wheel side and also the power of the engine 2 to the second rotary electric machine 4, includes: an input shaft 11 connected to coaxially to a rotation shaft 2a of the engine 2; and a switchover mechanism 20A, at least disposed intervening in the input shaft 11, for switching between high-gear stages 11H, 15H and low-gear stages 11L, 15L.SELECTED DRAWING: Figure 3

Description

The present invention relates to a transaxle device used in a hybrid vehicle equipped with an engine and two rotary electric machines.

Conventionally, in a hybrid vehicle equipped with an engine and a rotary electric machine (motor, generator, motor generator), a vehicle that travels while switching the traveling mode has been put into practical use. The driving modes include EV mode, which uses the charging power of the battery to run only with the motor, series mode, which drives the generator with the engine and runs only with the motor while generating electricity, and parallel running with the engine and motor together. Mode etc. are included. The switching of the traveling mode is carried out by controlling a mechanism such as a sleeve or a clutch interposed on the power transmission path in the transaxle device. This mechanism is arranged, for example, on an axis in a power transmission path between an engine and a generator, or on an axis in a power transmission path between an engine and a drive wheel (see Patent Documents 1 and 2).

Japanese Unexamined Patent Publication No. 11-170877 Japanese Unexamined Patent Publication No. 2013-180680

By the way, if the shift gear can be switched according to the output required by the driver, the vehicle speed, etc. without switching the driving mode, the driving pattern will increase, and the effects of improving drivability and improving fuel efficiency can be expected. In order to realize this, a plurality of shift stages may be switchably provided in the transaxle device. However, since oil having functions such as hydraulic oil and lubricating oil is stored in the casing of the transaxle device, resistance due to oil is generated by simply incorporating a plurality of gears and a mechanism for switching between them. It can grow. For example, when the transmission stage or the switching mechanism is immersed in oil (so-called oil bath state), these mechanisms stir the oil, and the loss due to the oil bath (oil resistance) may increase.

This case was devised in view of such a problem, and one of the purposes of the present invention is to provide a transaxle device capable of increasing the traveling pattern while suppressing the loss due to the oil bath. Not limited to this purpose, it is also an action and effect derived by each configuration shown in the embodiment for carrying out the invention described later, and it is also for another purpose of this case to exert an action and effect that cannot be obtained by the conventional technique. is there.

(1) The transaxle device disclosed here is equipped with an engine, a first rotary electric machine, and a second rotary electric machine, and the power of the engine and the first rotary electric machine is individually applied to an output shaft on the drive wheel side. A transaxle device for a hybrid vehicle that transmits the power of the engine and also transmits the power of the engine to the second rotary electric machine, and is interposed on the first power transmission path from the engine to the output shaft to form a high gear stage. A switching mechanism for switching between the low gear stages and a connection / disconnection mechanism provided on the second power transmission path from the first rotary electric machine to the output shaft to connect / disconnect the power transmission of the first rotary electric machine. Be prepared.

(2) The first power transmission path includes an input shaft provided at the right end of the engine and the switching mechanism interposed in the input shaft, and the second power transmission path is the first. One rotary electric machine has a first rotary electric machine shaft provided at the left end and a second counter shaft arranged in parallel with the first rotary electric machine shaft and the disconnection mechanism is arranged, and the switching thereof. The mechanism and the disconnection mechanism are arranged on opposite sides of the differential device arranged on the output shaft in the axial direction of the output shaft, and the engine and the first rotary electric machine have the differential device. It is preferable that the output shaft is arranged on the opposite side in the axial direction.

(3) The switching mechanism has an annular sleeve that is non-rotatable relative to the input shaft and is slidably coupled in the axial direction of the input shaft, and the sleeve is the input shaft. It is preferable that at least one of the idle gears of the high gear stage and the low gear stage is rotationally connected to the input shaft by moving in the axial direction of the above.

(4) It is preferable that the engine and the second rotary electric machine are arranged on opposite sides of the differential device in the axial direction of the output shaft.

The first rotary electric machine means an electric generator (motor generator) or an electric machine having a rotating armature or a field magnet and at least having an electric function. Further, the second rotary electric machine means an electric generator (motor generator) or a generator having a rotating armature or a field and having at least a power generation function.

The running pattern can be increased by the switching mechanism for switching between the high gear stage and the low gear stage. Further, since this switching mechanism is interposed in the input shaft, it is possible to easily prevent the switching mechanism from being in an oil bath state. Therefore, it is possible to increase the traveling pattern while suppressing the loss due to the oil bath.

It is a top view which illustrates the internal structure of the vehicle which carries the transaxle device which concerns on embodiment. It is a schematic side view of the power train provided with the transaxle device of FIG. It is a skeleton diagram which shows the power train of FIG. It is a skeleton diagram which shows the power train which concerns on the 1st modification. It is a skeleton diagram which shows the power train which concerns on the 2nd modification. It is a skeleton diagram which shows the power train which concerns on the 3rd modification. (A) is a skeleton diagram showing a power train according to a fourth modification, and (b) is a collinear diagram. (A) is a skeleton diagram showing the power train according to the fifth modification, and (b) is a collinear diagram. (A) is a skeleton diagram showing a power train according to the sixth modification, and (b) is a collinear diagram. (A) is a skeleton diagram showing a power train according to the seventh modification, and (b) is a collinear diagram. (A) is a skeleton diagram showing a power train according to the eighth modification, and (b) is a collinear diagram. (A) is a skeleton diagram showing a power train according to the ninth modification, and (b) is a collinear diagram.

A transaxle device as an embodiment will be described with reference to the drawings. Each of the embodiments shown below is merely an example, and there is no intention of excluding the application of various modifications and techniques not specified in each of the following embodiments. Each configuration of the present embodiment can be variously modified and implemented without departing from the gist thereof. In addition, it can be selected as needed, or can be combined as appropriate.

[1. overall structure]
The transaxle 1 (transaxle device) of the present embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is a hybrid vehicle equipped with an engine 2, a traveling motor 3 (electric motor, first rotary electric machine), and a generator 4 for power generation (generator, second rotary electric machine). The generator 4 is connected to the engine 2 and can be operated independently of the operating state of the motor 3. Further, the vehicle 10 is provided with three types of traveling modes: EV mode, series mode, and parallel mode. These driving modes are selectively selected by an electronic control device (not shown) according to the vehicle state, driving state, driver's required output, etc., and the engine 2, motor 3, and generator 4 are used properly according to the type. Be done. The motor 3 may have a power generation function (function of a generator), and the generator 4 may have an electric function (function of a motor).

The EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using the charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped. The EV mode is selected when the running load and running speed are low or when the battery charge level is high. The series mode is a traveling mode in which the engine 2 drives the generator 4 to generate electric power, and the motor 3 drives the vehicle 10 using the electric power. The series mode is selected when the running load and running speed are medium or when the battery charge level is low. The parallel mode is a traveling mode in which the engine 2 mainly drives the vehicle 10 and the motor 3 assists the driving of the vehicle 10 as needed, and is selected when the traveling load and the traveling speed are high.

The engine 2 and the motor 3 are connected in parallel to the drive wheels 8 via the transaxle 1, and the powers of the engine 2 and the motor 3 are individually transmitted. Further, the generator 4 and the drive wheels 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 8.

The transaxle 1 is a power transmission device in which a final drive (final reducer) including a differential gear 18 (differential device, hereinafter referred to as “diff 18”) and a transmission (reduction gear) are integrally formed, and is a drive source. It incorporates a plurality of mechanisms responsible for power transmission between the driven device and the driven device. The transaxle 1 of the present embodiment is configured to be capable of high-low switching (switching between high-speed stage and low-speed stage), and when traveling in parallel mode, a high gear is used by an electronic control device according to a traveling state, a required output, and the like. The stage and low gear stage can be switched.

The engine 2 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil. The engine 2 is a so-called transverse engine arranged laterally so that the direction of the crankshaft 2a (rotational shaft) coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 1. .. The crankshaft 2a is arranged parallel to the drive shaft 9 of the drive wheels 8. The operating state of the engine 2 is controlled by an electronic control device.

Both the motor 3 and the generator 4 are motor generators that have both a function as a motor and a function as a generator. The motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a generator at the time of regeneration. The generator 4 functions as an electric motor (starter) when the engine 2 is started, and generates electricity with engine power when the engine 2 is operated. Inverters (not shown) that convert direct current and alternating current are provided around (or inside each) the motor 3 and the generator 4. Each rotation speed of the motor 3 and the generator 4 is controlled by controlling the inverter. The operating states of the motor 3, the generator 4, and each inverter are controlled by an electronic control device.

The outer shape of the motor 3 of the present embodiment is formed in a cylindrical shape with the rotation shaft 3a as the central axis, and the motor 3 is fixed to the left side surface of the transaxle 1 with its bottom surface facing the transaxle 1 side. Further, the generator 4 of the present embodiment is formed in a cylindrical shape with the rotating shaft 4a as the central axis, and like the motor 3, the bottom surface of the generator 4 is oriented toward the transaxle 1 side on the left side of the transaxle 1. Fixed to the surface. The rotating shaft 3a of the motor 3 and the rotating shaft 4a of the generator 4 are parallel to the crankshaft 2a. Further, the engine 2, the motor 3, and the generator 4 are arranged on the left and right opposite sides in the axial direction with the differential 18 interposed therebetween.

FIG. 2 is a side view of the power train 7 including the engine 2, the motor 3, the generator 4, and the transaxle 1 as viewed from the left side. The engine 2 is omitted in this side view. As shown in FIG. 2, a pump 5 is provided on the left side surface of the transaxle 1 in addition to the motor 3 and the generator 4. The pump 5 is a flood control generator that uses the power of the drive wheels 8 to pump oil having functions such as hydraulic oil and lubricating oil to a hydraulic circuit (not shown).

The pump 5 of the present embodiment is arranged at a relatively low position on the left side surface of the transaxle 1. In the example shown in FIG. 2, the pump 5 is located below the drive shaft 9 and is located near the bottom of the casing 1C of the transaxle 1. Inside the casing 1C, oil is accumulated at least in the stopped state of the vehicle 10 up to the area marked with a dot pattern in the drawing. The pump 5 is arranged so that a part thereof is located below the oil level of the oil. In the skeleton drawings after FIG. 3, the pump 5 and the transaxle 1 are integrated (the pump 5 is built in the casing 1C).

[2. Transaxle]
A skeleton diagram of the power train 7 including the transaxle 1 of the present embodiment is shown in FIG. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six axes 11 to 16 arranged parallel to each other. Hereinafter, the rotating shaft coaxially connected to the crankshaft 2a is referred to as an input shaft 11. A crankshaft 2a is connected to the right end of the input shaft 11, and an engine 2 is provided. Similarly, the rotary shafts connected coaxially with the drive shaft 9, the rotary shaft 3a of the motor 3, and the rotary shaft 4a of the generator 4 are the output shaft 12, the motor shaft 13 (first rotary electric shaft), and the generator. It is called a shaft 14 (second rotary electric shaft). Further, the rotating shaft arranged on the power transmission path between the input shaft 11 and the output shaft 12 is called the first counter shaft 15, and is arranged on the power transmission path between the motor shaft 13 and the output shaft 12. The rotating shaft is called the second counter shaft 16.

All of the six shafts 11 to 16 are pivotally supported by the casing 1C via bearings (not shown) at both ends. Further, openings (not shown) are formed on the side surfaces of the casing 1C located on the respective shafts of the input shaft 11, the output shaft 12, the motor shaft 13, and the generator shaft 14, and are connected to the crankshaft 2a and the like through these openings. Will be done. The rotation shaft of the pump 5 is connected to the first counter shaft 15.

As shown in FIG. 2, the first counter shaft 15 is arranged at the lowest position among the six shafts 11 to 16 (near the bottom of the casing 1C), and is inside the casing 1C at least when the vehicle 10 is stopped. It is considered to be in a state of being immersed in the accumulated oil (a state of being bathed in oil). The shafts other than the first counter shaft 15 are located above the oil level of the oil when the vehicle 10 is stopped, and the oil level of the oil is shown in FIG. 2 due to vibration during traveling and tilting of the vehicle 10. Even if it changes from the above, it is arranged so that it is less likely to be immersed in oil as compared with the first counter shaft 15.

Three power transmission paths are formed inside the transaxle 1. Specifically, as shown by the alternate long and short dash line in FIG. 2, the power transmission path from the input shaft 11 to the output shaft 12 (first power transmission path, hereinafter referred to as "first path 51") and the motor shaft. A power transmission path from 13 to the output shaft 12 (hereinafter referred to as "second power transmission path", hereinafter referred to as "second path 52") and a power transmission path from the input shaft 11 to the generator shaft 14 (hereinafter referred to as "third path 53"). Call) and are formed.

The first path 51 (first mechanism) is a path related to power transmission from the engine 2 to the drive wheels 8, and is responsible for power transmission when the engine 2 is operating. A switching mechanism 20A, which will be described later, is interposed in the middle of the first path 51 to connect and disconnect the power transmission and switch between high and low. The second path 52 (second mechanism) is a path related to power transmission from the motor 3 to the drive wheels 8, and is responsible for power transmission of the motor 3. In the middle of the second path 52, a disconnection mechanism, which will be described later, is interposed to disconnect the power transmission. The third path 53 (third mechanism) is a path related to power transmission from the engine 2 to the generator 4, and is responsible for power transmission at the time of starting the engine and power transmission at the time of power generation by the engine 2.

Next, the configuration of the transaxle 1 will be described in detail with reference to FIG. In the following description, the “fixed gear” means a gear that is provided integrally with the shaft and cannot rotate relative to the shaft. Further, the “idle gear” means a gear pivotally supported so as to be rotatable relative to the shaft.
The input shaft 11 is provided with one fixed gear 11a and two idle gears 11H and 11L, and is interposed with a switching mechanism 20A. The fixed gear 11a is arranged near the right side surface of the casing 1C and is always in mesh with the fixed gear 14a provided on the generator shaft 14. That is, the input shaft 11 and the generator shaft 14 are connected via two fixed gears 11a and 14a, and power can be transmitted between the engine 2 and the generator 4. A torque limiter 6 having a function of blocking excessive torque and protecting the power transmission mechanism is interposed on the crankshaft 2a.

The two idle gears 11H and 11L have different numbers of teeth and are constantly meshing with each of the two fixed gears 15H and 15L provided on the first counter shaft 15 having different numbers of teeth. In the present embodiment, one idle gear 11L having a small number of teeth is arranged adjacent to the fixed gear 11a, and the other idle gear 11H having a large number of teeth is closer to the left side surface of the casing 1C (relative to one idle gear 11L). Is placed on the opposite side of the differential 18). The idle gear 11L, which has a small number of teeth, meshes with the fixed gear 15L, which has a large number of teeth, to form a low gear stage. On the contrary, the other idler gear 11H having a large number of teeth meshes with the other fixed gear 15H having a small number of teeth to form a high gear stage.

That is, on the first counter shaft 15, a large-diameter fixed gear 15L is arranged on the side close to the differential 18, and a small-diameter fixed gear 15H is arranged at a position away from the differential 18. Since the first counter shaft 15 is adjacent to the output shaft 12 on which the differential 18 is interposed, such a gear arrangement allows, for example, a portion of the casing 1C along the first counter shaft 15. The diameter can be reduced toward the outside (direction away from the differential 18). Alternatively, when the casing side surface on which the opening of the output shaft 12 is formed is provided between the large-diameter fixed gear 15L and the small-diameter fixed gear 15H, the portion of the casing 1C along the first counter shaft 15 is provided. , Can be made smaller overall. With such a configuration, a space for connecting the drive shaft 9 is secured on the extension line of the output shaft 12 outside the casing 1C.

The idle gear 11H has a tooth surface portion that meshes with the fixed gear 15H on the left side, and has a dog gear 11d that is coupled to a contact portion that protrudes to the right side of the tooth surface portion. The idler gear 11L has a tooth surface portion that meshes with the fixed gear 15L on the right side, and has a dog gear 11e that is coupled to a contact portion projecting on the left side of the tooth surface portion. Dog teeth (not shown) are provided at the tip portions (radial outer ends) of the dog gears 11d and 11e.

The switching mechanism 20A is arranged between the two idle gears 11H and 11L, controls the disconnection / disconnection state of the power of the engine 2, and switches between the high gear stage and the low gear stage. The switching mechanism 20A of the present embodiment is non-rotatable relative to the hub 21h fixed to the input shaft 11 and the hub 21h (input shaft 11), and is slidably coupled in the axial direction of the input shaft 11. It has an annular sleeve 21s that has been formed. The sleeve 21s moves from the neutral position in the drawing to both the left and right sides by controlling an actuator (not shown) by an electronic control device. Spline teeth (not shown) that engage with the dog teeth of the dog gears 11d and 11e are provided inside the sleeve 21s in the radial direction. By engaging the spline teeth and the dog teeth, the sleeve 21s and the dog gear 11d or the dog gear 11e are engaged.

When the sleeve 21s is in the neutral position, both of the two idle gears 11H and 11L are in an idling state. In this case, even if the engine 2 is operating, the power of the engine 2 (rotation of the input shaft 11) is not transmitted to the output shaft 12. That is, in this case, the power transmission of the engine 2 is cut off. In this case, if the first counter shaft 15 is rotating (that is, if the drive wheel 8 is rotating), the two idle gears 11H and 11L rotate (idle) following this rotation. However, since the idle gears 11H and 11L are provided on the input shaft 11 and are not in an oil bath state, the resistance that can be generated is small even if the idle gears 11H and 11L rotate following the rotation of the first counter shaft 15.

When the sleeve 21s moves from the neutral position to either the left or right side and engages with the dog gears 11d or 11e of the two idler gears 11H or 11L, the rotation of the input shaft 11 is caused by the idler gear 11H of either one. , 11L. Hereinafter, this state is referred to as a rotary connection state. In the transaxle 1 of the present embodiment, the sleeve 21s moves to the right side and engages with the dog gear 11e of the idle gear 11L, so that the idle gear 11L of the low gear stage is rotationally connected to the input shaft 11. .. On the contrary, the sleeve 21s moves to the left side and engages with the dog gear 11d of the idle gear 11H, so that the idle gear 11H of the high gear stage is rotationally connected to the input shaft 11.

Further, in the transaxle 1 of the present embodiment, when the sleeve 21s is moved, the rotation speed of the input shaft 11 is synchronized with the rotation speed on the drive wheel 8 side by the generator 4. That is, when the sleeve 21s is engaged with the dog gears 11d and 11e of either of the idle gears 11H and 11L (when the high gear stage or the low gear stage is selected, or when the high gear stage and the low gear stage are switched), Prior to the engagement, the inverter on the generator 4 side is controlled by the electronic control device so that the rotation speed of the input shaft 11 matches the rotation speed of the first counter shaft 15.

As this control method, for example, the rotation speed difference (rotational difference) between the input shaft 11 and the drive wheel 8 is detected by a sensor, and a load is applied to the rotation of the input shaft 11 from the generator 4 according to the rotation speed difference. There is a method of synchronizing with. Alternatively, there is a method in which the rotation speed of the drive wheels 8 is detected by a sensor and the rotation speed of the generator 4 is controlled so as to be the rotation speed to synchronize the rotation speed.

The first counter shaft 15 is provided with a fixed gear 15a adjacent to the right side of the low-side fixed gear 15L, and is provided with a pump 5 adjacent to the left side of the high-side fixed gear 15H. The oil pumped from the pump 5 is supplied into the hydraulic circuit from the oil passage inlet (not shown) provided on the first counter shaft 15 and the oil passage inlet 5b provided on the second counter shaft 16. .. The fixed gear 15a of the first counter shaft 15 is always in mesh with the ring gear 18a of the differential 18 provided on the output shaft 12. The ring gear 18a of the differential 18 is always in mesh with the fixed gear 16b provided on the second counter shaft 16 and closer to the left side surface of the casing 1C.

The second counter shaft 16 is provided with a disconnection mechanism having an idle gear 16a and a clutch 17, and a parking gear 19 arranged between the fixed gear 16b and the idle gear 16a. The idle gear 16a is fixed to one engaging element 17a of the clutch 17 and constantly meshes with the fixed gear 13a provided on the motor shaft 13 to rotate following the rotation of the motor shaft 13. The rotation shaft 3a of the motor 3 is connected to the left end of the motor shaft 13, and the motor 3 is provided. The clutch 17 is a multi-plate clutch that controls the disengagement state of the power of the motor 3, and one engagement element 17a fixed to the idle gear 16a and the other engagement element 17a fixed to the second counter shaft 16 It has an element 17b. The clutch 17 is arranged closer to the right side of the casing 1C.

The engaging element 17a receives power from the motor 3, and the engaging element 17b outputs power to the drive wheels 8. These engaging elements 17a and 17b are driven in a direction in which they are separated (cut) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5b. When the clutch 17 is engaged, the power of the motor 3 is transmitted to the drive wheel 8 side via the fixed gear 13a and the idle gear 16a, and the rotation of the drive wheel 8 side is transmitted to the motor 3. That is, in the state where the clutch 17 is engaged, power running drive and regenerative power generation by the motor 3 are possible. On the contrary, when the clutch 17 is disengaged while the engine 2 is running (when the motor 3 is stopped), the idle gear 16a idles and the rotation on the drive wheel 8 side is not transmitted to the motor 3, so that the motor 3 It will not be taken around and resistance will decrease.

A pressure regulating device composed of a plurality of solenoid valves (on-off solenoid valve, linear solenoid valve, etc.) is provided on the hydraulic circuit, and the oil pumped from the pump 5 is regulated to an appropriate pressure to disengage the clutch 17. The configuration may be such that the contact is controlled. Alternatively, instead of the pump 5 and the multi-plate clutch 17, an electronically controlled coupling may be provided so that the transmission of power is controlled by an electronic control device.

The parking gear 19 is an element constituting the parking lock device and is fixed to the second counter shaft 16. When the P range is selected by the driver, the parking gear 19 engages with a parking sprag (not shown) and prohibits the rotation of the second counter shaft 16 (that is, the output shaft 12).
The differential 18 transmits the power transmitted to the ring gear 18a to the output shaft 12 via the differential case, the pinion shaft, the differential pinion, and the side gear. The switching mechanism 20A on the input shaft 11 and the disconnection mechanism on the second counter shaft 16 are arranged on the left and right opposite sides in the axial direction with the differential 18 interposed therebetween.

[3. Action, effect]
(1) The transaxle 1 described above is provided with a switching mechanism 20A, and when traveling in the parallel mode, the high gear stage and the low gear stage can be switched according to the traveling state, the required output, and the like. That is, in the parallel mode, the power of the engine 2 can be switched in two stages and transmitted (output), so that the driving pattern can be increased, and the effects of improving drivability and fuel efficiency can be obtained, and the vehicle commercial value can be obtained. Can be improved.

Further, in the transaxle 1 described above, the shafts other than the first counter shaft 15 are arranged so as not to be easily immersed in oil, and the switching mechanism 20A is interposed in the input shaft 11, so that the switching mechanism 20A is bathed in oil. It is possible to make it easier to avoid becoming a state. As a result, the loss due to the oil bath can be suppressed, and the transmission efficiency of the transaxle 1 can be improved.

Further, in the vehicle 10 described above, since the powers of the engine 2 and the motor 3 can be output individually, the torque loss at the time of switching between high and low can be covered by the power of the motor 3. As a result, the shift shock can be suppressed, and the need for urgent high-low switching is reduced, so that the configuration of the switching mechanism 20A can be simplified.

(2) In the transaxle 1 described above, the high gear stage (idle gear 11H, fixed gear 15H) is arranged on the opposite side of the differential 18 with respect to the low gear stage (idle gear 11L, fixed gear 15L) in the casing 1C. Will be done. That is, a large-diameter gear (fixed gear 15L) is arranged on the shaft (first counter shaft 15) adjacent to the output shaft 12 on the side close to the differential 18, and a small-diameter gear (fixed gear 15L) is arranged at a position away from the differential 18. Since the fixed gear 15H) is arranged, the portion of the casing 1C along the first counter shaft 15 can be reduced in diameter toward the outside (in the direction away from the differential 18) or reduced as a whole. it can. As a result, it is possible to secure a space for connecting the drive shaft 9 on the extension line of the output shaft 12 outside the casing 1C while avoiding an increase in the size of the casing 1C.

(3) In the transaxle 1 described above, the switching mechanism 20A provided on the input shaft 11 has a sleeve 21s, and when the sleeve 21s moves in the axial direction, at least one of the high gear stage and the low gear stage The idle gears 11H and 11L can be rotationally connected to the input shaft 11. With the switching mechanism 20A using the sleeve 21s, since there are no restrictions on the gear ratio, each gear ratio of the high gear stage and the low gear stage can be freely set.

Further, in the transaxle 1 described above, when one of the idle gears 11H and 11L provided on the input shaft 11 is in the rotationally connected state, the other idle gear is subjected to the torque-amplified first counter shaft 15. It is turned. That is, unlike the above-described embodiment, when the idle gear is rotated by the input shaft 11 rotated by the power of the engine 2, if even a part of the idle gear is bathed in oil, it is before amplified. Since the rotation is performed by the torque (power) of the above, the ratio of the torque consumed by the idle gear to the torque (output torque) for driving the vehicle 10 becomes high. On the other hand, if the idler gears 11H and 11L are rotated by the first counter shaft 15 as in the above-described embodiment, even if a part of the idler gears 11H and 11L is bathed in oil. The loss (ratio of torque consumption) can be suppressed.

(4) In the transaxle 1 described above, when the sleeve 21s is moved, the inverter on the generator 4 side is controlled so that the rotation speed of the input shaft 11 matches the rotation speed on the drive wheel 8 side. Engagement with the dog gears 11d and 11e of any one of the rolling gears 11H and 11L (that is, selection of the high gear stage or the low gear stage or switching between the high gear stage and the low gear stage) can be smoothly performed.

(5) Further, since the rotations are synchronized using the generator 4 in this way, the high gear stage or the low gear stage can be selected simply by engaging the dog teeth of the dog gears 11d and 11e with the spline teeth of the sleeve 21s. Alternatively, switching between the high gear stage and the low gear stage can be performed. That is, since it is not necessary to use an expensive synchronization mechanism, the switching mechanism 20A can have a simple configuration and can be manufactured at low cost.

[4. Modification example]
The transaxle 1 described above is an example, and its configuration is not limited to that described above. Hereinafter, a modified example of the transaxle 1 will be described with reference to FIGS. 4 to 12. 4 to 12 are skeleton diagrams showing a power train 7 provided with a transaxle 1 according to the first modification to the ninth modification. In addition, about the same structure as the above-described embodiment and the modified examples described so far, the same code or the same code (the same number but a different alphabet, etc.) is added to the code of the above-described embodiment or modified example. , Omit duplicate explanations

Each of the transaxles 1 according to the three modifications shown in FIGS. 4 to 6 is provided with a switching mechanism having a sleeve, as in the above-described embodiment. On the other hand, all of the transaxles 1 according to the six modified examples shown in FIGS. 7 to 12 are provided with a switching mechanism having a planetary gear, a clutch, and a brake. Each of these switching mechanisms is interposed at least on the input shaft 11 and switches between the high gear stage and the low gear stage, similarly to the switching mechanism 20A described above. Hereinafter, each modification will be described.

[4-1. First modification]
As shown in FIG. 4, in the transaxle 1 according to the first modification, the idler gear 11H and the fixed gear 15H forming the high gear stage and the idler gear 11L and the fixed gear 15L forming the low gear stage are arranged. It is configured in the same manner as in the above-described embodiment except that the differences are different. That is, in this modification, the low gear stage is arranged on the opposite side of the differential 18 with respect to the high gear stage. Even with such a configuration, an effect other than the above-mentioned (2) can be obtained.

[4-2. Second variant]
As shown in FIG. 5, the transaxle 1 according to the second modification is described above, except that the switching mechanism 20B is composed of two selection mechanisms 22 and 23 for selecting each of the high gear stage and the low gear stage. It is configured in the same manner as in the above-described embodiment. One of the two selection mechanisms 22 and 23 is interposed on the input shaft 11, and the other is interposed on the first counter shaft 15. Further, these selection mechanisms 22 and 23 are arranged at positions where they overlap each other in a direction orthogonal to the axial direction.

In this modification, the selection mechanism 22 cannot rotate relative to the hub 22h fixed to the input shaft 11 and the hub 22h (input shaft 11), and is slidably coupled in the axial direction of the input shaft 11. It has an annular sleeve 22s that has been formed. Similarly, the selection mechanism 23 cannot rotate relative to the hub 23h fixed to the first counter shaft 15 and the hub 23h (first counter shaft 15), and is in the axial direction of the first counter shaft 15. It has an annular sleeve 23s that is slidably coupled. These sleeves 22s and 23s also have spline teeth (not shown) inside in the radial direction.

Further, the input shaft 11 is provided with a fixed gear 11H'having a larger number of teeth than the above-mentioned idle gear 11L on the left side of the selection mechanism 22, and the first counter shaft 15 is provided with a fixed gear 11H'more than the above-mentioned fixed gear 15L. A freewheeling gear 15H'with a small number of teeth is provided on the left side of the selection mechanism 23. These fixed gears 11H'and idler gears 15H'are always in mesh. Further, the idle gear 15H'has a tooth surface portion that meshes with the fixed gear 11H'on the left portion, and has a dog gear 15d that is coupled to a contact portion that protrudes to the right side of the tooth surface portion. The dog gear 15d also has a dog tooth (not shown) at its tip.

When both the sleeves 22s and 23s are in the neutral position, the two idle gears 15H'and 11L are both in an idling state, and the power transmission of the engine 2 is cut off. When the sleeve 23s is in the neutral position and the sleeve 22s moves to the right from the idling state and engages with the dog gear 11e of the idle gear 11L, the power of the engine 2 (rotation of the input shaft 11) is generated by the idle gear 11L and the fixed gear 15L. Is transmitted to the output shaft 12 via. That is, in this case, the idle gear 11L of the low gear stage is rotationally connected to the input shaft 11. Further, when the sleeve 22s is in the neutral position and the sleeve 23s moves to the left from the idling state and engages with the dog gear 15d of the idle gear 15H', the power of the engine 2 is transmitted via the fixed gear 11H'and the idle gear 15H'. Is transmitted to the output shaft 12. That is, in this case, the idle gear 15H'of the high gear stage is rotationally connected to the first counter shaft 15.

Even with such a configuration, since one of the two selection mechanisms 22 and 23 constituting the switching mechanism 20B is arranged on the input shaft 11, the loss due to the oil bath can be suppressed. Further, according to this modification, the switching mechanism 20B is composed of two selection mechanisms 22 and 23, and these selection mechanisms 22 and 23 are arranged at positions where they overlap each other in the direction orthogonal to the axial direction. The axial dimension (overall length) of the transaxle 1 can be shortened as compared with the transaxle 1 provided with the switching mechanism 20A.

Further, since the two selection mechanisms 22 and 23 can be operated at the same time to perform high-low switching, the time required for high-low switching can be shortened as compared with the case of one switching mechanism 20A. That is, if the two selection mechanisms 22 and 23 are provided, one of the two idle gears 15H'and 11L is switched from the idling state to the rotary coupling state, and at the same time, the other is switched from the rotary coupling state to the idling state. Since it is possible to switch between high and low, it is possible to quickly switch between high and low.

[4-3. Third variant]
As shown in FIG. 6, the transaxle 1 according to the third modification is different from the position relationship between the switching mechanism 20C provided on the input shaft 11 and the two idle gears 11H and 11L and their shapes are different. Therefore, it is configured in the same manner as the above-described embodiment. The switching mechanism 20C of this modification is arranged between the fixed gear 11a and the idle gear 11L on the low side, and the two idle gears 11H and 11L are arranged adjacent to each other. That is, the idle gear 11H on the high side is arranged closer to the left side surface of the casing 1C than the idle gear 11L on the low side.

The switching mechanism 20C is an annular shape that is non-rotatable relative to the hub 21h fixed to the input shaft 11 and the hub 21h (input shaft 11) and is slidably coupled in the axial direction of the input shaft 11. It has a sleeve 21s'. The low-side idle gear 11L has an inner diameter larger than that of the above-described embodiment, has a tooth surface portion that meshes with the fixed gear 15L on the left side, and is projected on the right side of the tooth surface portion. It has a dog gear 11e coupled to the tangent. On the other hand, the idle gear 11H on the high side has a tooth surface portion that meshes with the fixed gear 15H at the left end, a contact portion coupled to the dog gear 11d at the right end, and an outer diameter between them (intermediate portion). It has a small cylindrical part. This cylindrical portion is a portion that penetrates the inside (axis center side) of the idler gear 11L. As a result, the dog gear 11d of the idle gear 11H is arranged on the right side of the dog gear 11e of the idle gear 11L.

On the left side of the sleeve 21s', spline teeth that engage with the dog teeth of the dog gears 11d and 11e of the idle gears 11H and 11L are provided. When the sleeve 21s'is in the neutral position in the drawing, both of the two idle gears 11H and 11L are in an idling state, and the power transmission of the engine 2 is cut off. When the sleeve 21s'moves from the idling state to the right side, the sleeve 21s' engages with the dog gear 11e of the idle gear 11L, and the power of the engine 2 is transmitted to the output shaft 12 via the idle gear 11L and the fixed gear 15L. Will be done. That is, in this case, the idle gear 11L of the low gear stage is rotationally connected to the input shaft 11.

On the contrary, when the sleeve 21s'moves from the idling state to the left side, the sleeve 21s' engages with the dog gear 11d of the idle gear 11H, and the power of the engine 2 is transmitted to the output shaft 12 via the idle gear 11H and the fixed gear 15H. Is transmitted to. That is, in this case, the idle gear 11H of the high gear stage is rotationally connected to the input shaft 11.
Therefore, even with the configuration of the transaxle 1 according to the present modification, the same effect as that of the above-described embodiment can be obtained.

[4-4. Fourth variant]
As shown in FIG. 7A, the transaxle 1 according to the fourth modification is provided with a single pinion type planetary gear 30D and a clutch 35D in which two of the elements of the planetary gear 30D can be freely constrained. A switching mechanism 20D having a brake 36D and a brake 36D provided so as to restrain one of the elements of the planetary gear 30D is provided. Note that FIG. 7B is a collinear diagram, the vertical axis in the figure corresponds to the rotation speed (or rotation speed ratio), and S, C, and R on the horizontal axis in the figure correspond to the sun gear, the carrier, and the ring gear, respectively. Correspond.

The planetary gear 30D includes a sun gear 31d composed of a freewheeling gear, a ring gear 33d connected to an input shaft 11 via a connecting element 37d, a carrier 32d arranged between the sun gear 31d and the ring gear 33d, and a carrier 32d. It has a pinion gear 34d that is rotatably supported by the sun gear 31d and is constantly meshed with the ring gear 33d. The clutch 35D is a multi-plate clutch that controls the disengagement state of the power of the engine 2 and the speed change stage, and has two engaging elements 35a and 35b. The brake 36D is a multi-plate brake that controls the shift stage together with the planetary gear 30D and the clutch 35D, and has two elements 36a and 36b.

The ring gear 33d of this modification has an inner tooth that meshes with the pinion gear 34d and an outer tooth that meshes with the fixed gear 14a of the generator shaft 14. Since the ring gear 33d is fixed to the connecting element 37d fixed to the input shaft 11, the power of the engine 2 is input to the ring gear 33d via the connecting element 37d. One engaging element 35a of the clutch 35D is fixed to the carrier 32d. A freewheeling gear 11b that constantly meshes with a fixed gear 15b provided on the first counter shaft 15 is fixed to the engaging element 35a. That is, the idle gear 11b rotates integrally with the carrier 32d, and transmits the power of the engine 2 to the output shaft 12. The sun gear 31d is pivotally supported relative to the input shaft 11 so as to be rotatable relative to the input shaft 11, has a tooth surface portion that meshes with the pinion gear 34d on the left side, and has a protruding portion projecting to the right side of the tooth surface portion that engages the other of the clutch 35D. The compound element 35b and the first element 36a of the brake 36D are fixed.

The clutch 35D is driven in a direction in which the engaging elements 35a and 35b are separated (disconnected) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5c provided at the left end of the input shaft 11. To. That is, the clutch 35D releases or restrains the sun gear 31d and the carrier 32d among the elements of the planetary gear 30D according to the flood control. Further, the brake 36D is arranged on the tip end side of the protruding portion of the sun gear 31d, and the second element 36b is fixed to the right side surface of the casing 1C. The brake 36D is driven in a direction in which the two elements 36a and 36b are separated (cut) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5d provided at the right end of the input shaft 11. Then, the sun gear 31d is restrained or released.

In the transaxle 1 of this modification, if the clutch 35D is engaged or the brake 36D restrains the sun gear 31d, the power input to the ring gear 33d is output from the carrier 32d to allow play. It is transmitted to the first counter shaft 15 (drive wheel 8 side) via the rolling gear 11b and the fixed gear 15b. On the other hand, when the clutch 35D is disengaged and the brake 36D releases the sun gear 31d, the power input to the ring gear 33d is not transmitted to the drive wheel 8 side. That is, in this case, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the ring gear 33d is transmitted from the fixed gear 14a to the generator 4 regardless of the states of the clutch 35D and the brake 36D.

When the brake 36D is released with the clutch 35D engaged, the sun gear 31d and the carrier 32d are restrained and rotate integrally. The collinear diagram in this case is as shown on the left side of FIG. 7B, and since the rotation speed is the same for all three elements, the gear ratio is 1. On the other hand, if the brake 36D restrains the sun gear 31d while the clutch 35D is disengaged, the rotation of the sun gear 31d is prohibited. The collinear diagram in this case is as shown on the right side of FIG. 7B, and the rotation speed of the carrier 32d (output) is smaller than the rotation speed of the ring gear 33d (input).

That is, when the rotation of the sun gear 31d is prohibited, the rotation of the engine 2 is decelerated (torque is amplified) and output from the carrier 32d, so that the gear ratio becomes larger than 1. In other words, in this case, the low gear stage is obtained with respect to the state in which the sun gear 31d and the carrier 32d are restrained (the state in which the gear ratio is 1). As is clear from the collinear diagram, by prohibiting the rotation of the sun gear 31d, the gear ratio of the low gear stage is higher than that of the case where the rotation of the carrier 32d and the ring gear 33d is prohibited. The value is close to the ratio 1).

As described above, in the transaxle 1 according to the present modification, the high gear stage (gear ratio 1) and the low gear stage can be switched by controlling the clutch 35D and the brake 36D included in the switching mechanism 20D. Further, since high-low switching is possible by switching between disengagement and engagement of the clutch 35D and restraint and release by the brake 36D, it is easier to control than the switching control by the sleeve 21s or the like described above, and at the time of switching. It is possible to suppress the generation of the sound of.

By the way, since the parallel mode traveling by the power of the engine 2 is a traveling mode selected when the traveling load and the traveling speed are high, when designing the gear ratio of the high gear stage and the low gear stage in the parallel mode, It is necessary to make these gear ratios close to each other because it is assumed that the gears will shift in the high vehicle speed range. On the other hand, in the transaxle 1 according to the present modification, since the brake 36D restrains the sun gear 31d, the gear ratios of the high gear stage and the low gear stage can be made close to each other.
As in the above-described embodiment, the transaxle 1 according to the present modification also has the switching mechanism 20D provided on the input shaft 11, so that the loss due to the oil bath can be suppressed.

[4-5. Fifth variant]
As shown in FIG. 8A, the transaxle 1 according to the fifth modification has a single pinion type planetary gear 30E and a clutch 35E provided with two elements of the planetary gear 30E freely restrained. A switching mechanism 20E having a brake 36E and a brake 36E provided so as to restrain one of the elements of the planetary gear 30E is provided. The transaxle 1 of the present modification differs from that of the fourth modification in the power transmission path from the input shaft 11 to the planetary gear 30E of the switching mechanism 20E, and the configuration of the switching mechanism 20E is different.

The input shaft 11 of this modification has a shorter axial length as compared with the input shaft 11 of the above-described embodiment, and its left end is fixed to the first connecting element 37e. The first connecting element 37e is fixed to the input shaft 11 at its center, and is fixed to the second connecting element 38e at its radial outer end. The second connecting element 38e connects the freewheeling gear 11c provided on the input shaft 11 and the ring gear 33e of the planetary gear 30E. The idle gear 11c is always in mesh with the fixed gear 14a of the generator shaft 14. Therefore, the power of the engine 2 is transmitted from the input shaft 11 to the idler gear 11c (generator 4) and the ring gear 33e via the first connecting element 37e and the second connecting element 38e.

On the left side of the input shaft 11, a second shaft 39 that is coaxial with the input shaft 11 and is arranged at a distance from the input shaft 11 is provided. Both ends of the second shaft 39 are pivotally supported by the casing 1C via bearings (not shown). The sun gear 31e of the planetary gear 30E is provided as a fixed gear on the second shaft 39, and one engaging element 35b of the clutch 35E and the first element 36a of the brake 36E are fixed. Further, the other engaging element 35a of the clutch 35E is fixed to the carrier 32e of this modification, and the idle gear 11b described above is fixed to the carrier 32e.

The clutch 35E is driven in a direction in which the engaging elements 35a and 35b are separated (disconnected) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5c provided at the left end of the second shaft 39. Then, the sun gear 31e and the carrier 32e are opened or restrained according to the oil pressure. On the other hand, in the brake 36E, the first element 36a is fixed to the second shaft 39, and the second element 36b is fixed to the left side surface of the casing 1C. The brake 36E is driven in a direction in which the two elements 36a and 36b are separated (cut) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5d, and restrains or releases the sun gear 31e. ..

Therefore, also in the transaxle 1 of the present modification, if the clutch 35E is engaged or the brake 36E restrains the sun gear 31e, the input is input to the ring gear 33e, as in the fourth modification. The power is output from the carrier 32e and transmitted to the first counter shaft 15 (drive wheel 8 side) via the idle gear 11b and the fixed gear 15b. On the other hand, when the clutch 35E is disengaged and the brake 36E releases the sun gear 31e, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the ring gear 33e is transmitted from the fixed gear 14a to the generator 4 regardless of the states of the clutch 35E and the brake 36E.

When the brake 36E is released with the clutch 35E engaged, the sun gear 31e and the carrier 32e are restrained and rotate integrally. The collinear diagram in this case is shown on the left side of FIG. 8 (b). Further, if the brake 36E restrains the sun gear 31e while the clutch 35E is disengaged, the rotation of the sun gear 31e is prohibited. The collinear diagram in this case is shown on the right side of FIG. 8 (b). As is clear from these collinear diagrams, the transaxle 1 according to the present modification also controls the clutch 35E and the brake 36E of the switching mechanism 20E to control the high gear stage (shifting) as in the fourth modification. The ratio 1) and the low gear stage can be switched. In addition, the same effect as that of the fourth modification can be obtained.

[4-6. Sixth variant]
As shown in FIG. 9A, the transaxle 1 according to the sixth modification is provided with a single pinion type planetary gear 30F and a clutch 35F in which two of the elements of the planetary gear 30F are freely constrained. And a switching mechanism 20F having a brake 36F provided so as to constrain one of the elements of the planetary gear 30F is provided. The transaxle 1 of the present modification differs from that of the fifth modification in the input / output path of the power with respect to the planetary gear 30F and the configuration of the switching mechanism 20F.

The left end of the input shaft 11 of this modification is also fixed to the first connecting element 37f, as in the fifth modification described above. However, the first connecting element 37f is fixed to the carrier 32f at its radial outer end. Further, a freewheeling gear 11c provided on the input shaft 11 is fixed to the carrier 32f. The idle gear 11c is always in mesh with the fixed gear 14a of the generator shaft 14. Therefore, the power of the engine 2 is transmitted from the input shaft 11 to the carrier 32f via the first connecting element 37f and to the generator 4 via the idler gear 11c.

The transaxle 1 of this modification is also provided with a second shaft 39 similar to that of the fifth modification. Further, the sun gear 31f of the planetary gear 30F is provided as a fixed gear on the second shaft 39, and one engaging element 35b of the clutch 35F and the first element 36a of the brake 36F are fixed. Further, the idle gear 11b is connected to the ring gear 33f of this modification via the second connecting element 38f. Both the second connecting element 38f and the idle gear 11b are provided so as to be rotatable relative to the second shaft 39, and rotate integrally with the ring gear 33f. The other engaging element 35a of the clutch 35F is fixed to the second connecting element 38f.

Similar to the fifth modification, the clutch 35F is driven in a direction in which the engaging elements 35a and 35b are separated (disengaged) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5c. , The sun gear 31f and the ring gear 33f are opened or restrained according to the oil pressure. Further, in the brake 36F, the first element 36a is fixed to the second shaft 39 and the second element 36b is fixed to the left side surface of the casing 1C, as in the fifth modification. The brake 36F is driven in a direction in which the two elements 36a and 36b are separated (cut) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5d, and restrains or releases the sun gear 31f. ..

In the transaxle 1 of this modification, if the clutch 35F is engaged or the brake 36F restrains the sun gear 31f, the power input to the carrier 32f is output from the ring gear 33f to play. It is transmitted to the first counter shaft 15 (drive wheel 8 side) via the rolling gear 11b and the fixed gear 15b. On the other hand, when the clutch 35F is disengaged and the brake 36F releases the sun gear 31f, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the carrier 32f is transmitted from the idle gear 11c to the generator 4 regardless of the states of the clutch 35F and the brake 36F.

When the brake 36F is released with the clutch 35F engaged, the sun gear 31f and the ring gear 33f are restrained and rotate integrally. The collinear diagram in this case is as shown on the left side of FIG. 9B, and since the rotation speed is the same for all three elements, the gear ratio is 1. On the other hand, if the brake 36F restrains the sun gear 31f while the clutch 35F is disengaged, the rotation of the sun gear 31f is prohibited. The collinear diagram in this case is as shown on the right side of FIG. 9B, and the rotation speed of the ring gear 33f (output) is larger than the rotation speed of the carrier 32f (input).

That is, when the rotation of the sun gear 31f is prohibited, the rotation of the engine 2 is accelerated and output from the ring gear 33f, so that the gear ratio becomes smaller than 1. In other words, in this case, the high gear stage is obtained with respect to the state in which the sun gear 31f and the ring gear 33f are restrained (the state in which the gear ratio is 1). As is clear from the collinear diagram, by prohibiting the rotation of the sun gear 31f, the gear ratio of the high gear stage is higher than that of the case where the rotation of the carrier 32f and the ring gear 33f is prohibited. The value is close to the ratio 1).

Therefore, the transaxle 1 of this modification also switches between the high gear stage and the low gear stage (gear ratio 1) as in the fourth modification described above, so that control is easy and sound is generated when switching between high and low. Can be suppressed. Further, since the brake 36F restrains the sun gear 31f as in the fourth modification, the gear ratios of the high gear stage and the low gear stage can be made close to each other. As in the above-described embodiment, the transaxle 1 according to the present modification also has the switching mechanism 20F provided on the input shaft 11, so that the loss due to the oil bath can be suppressed.

[4-7. Seventh variant]
As shown in FIG. 10A, the transaxle 1 according to the seventh modification is provided with a step pinion type planetary gear 30G and a clutch 35G in which two of the elements of the planetary gear 30G can be freely constrained. And a switching mechanism 20G having a brake 36G provided so as to restrain one of the elements of the planetary gear 30G is provided. That is, the transaxle 1 of this modification is significantly different from that of the above-mentioned fourth to sixth modifications in that the planetary gear 30G is a step pinion type.

The transaxle 1 of this modification is provided with a second shaft 39 similar to that of the fifth modification. The left end of the input shaft 11 is fixed to one engaging element 35a of the clutch 35G. The sun gear 31g is provided as a fixed gear with respect to the second shaft 39, and the carrier 32g is fixed to the engaging element 35a. Further, two pinion gears 34g and 34g'with different numbers of teeth are rotatably supported on the carrier 32g. One pinion gear 34g having a large number of teeth always meshes with the sun gear 31g, and the other pinion gear 34g'with a small number of teeth always meshes with the ring gear 33g.

The ring gear 33g is connected to the idler gear 11b via a connecting element 38g. Both the connecting element 38g and the idler gear 11b are provided so as to be rotatable relative to the second shaft 39, and rotate integrally with the ring gear 33g. The idle gear 11b is always in mesh with the fixed gear 15b of the first counter shaft 15. That is, in this modification, the power of the engine 2 is input to the carrier 32g and output from the ring gear 33g.

On the second shaft 39, the other engaging element 35b of the clutch 35G is fixed to the right side of the sun gear 31g, and the first element 36a of the brake 36G is fixed to the left side of the sun gear 31g. The second element 36b of the brake 36G is fixed to the casing 1C. Similar to the fifth modification, the clutch 35G is driven in a direction in which the engaging elements 35a and 35b are separated (disengaged) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5c. The sun gear 31 g and the carrier 32 g are opened or restrained according to the oil pressure. Further, the brake 36G is driven in a direction in which the two elements 36a and 36b are separated (cut) and approached (engaged) from each other according to the oil pressure of the oil flowing in from the oil passage inlet 5c, and restrains or restrains the sun gear 31g. Open.

In the transaxle 1 of this modification, when the clutch 35G is disengaged and the brake 36G releases the sun gear 31g, the power transmission of the engine 2 is cut off. On the other hand, when the brake 36G is released with the clutch 35G engaged, the sun gear 31g and the carrier 32g are restrained and rotate integrally, so that the speed is changed as shown in the collinear diagram on the left side of FIG. 10B. The ratio is 1. On the other hand, if the brake 36G restrains the sun gear 31g while the clutch 35G is disengaged, the rotation of the sun gear 31g is prohibited. Therefore, as shown in the collinear diagram on the right side of FIG. 10B, the ring gear 33g (output). The rotation speed of the carrier is larger than the rotation speed of the carrier 32 g (input). That is, in this case, the rotation of the engine 2 is accelerated and the ring gear 33g outputs the speed, so that the gear ratio is smaller than 1 (high gear stage).

Therefore, the transaxle 1 of the present modification can also switch between the high gear stage and the low gear stage (gear ratio 1) as in the above-described embodiment. Further, the same effect can be obtained from the same configurations as those of the above-described embodiment and the fourth modification.

[4-8. Eighth variant]
As shown in FIG. 11A, the transaxle 1 according to the eighth modification is provided with a CR-CR type planetary gear 30H and at least two elements of the planetary gear 30H in a constrainable manner. A switching mechanism 20H having a clutch 35H and a brake 36H provided so as to restrain one of the elements of the planetary gear 30H is provided. In the collinear diagram shown in FIG. 11B, a dash (') is attached to the element of the planetary gear in the right column.

The transaxle 1 of this modification is provided with a second shaft 39 similar to that of the seventh modification. The left end of the input shaft 11 is fixed to one engaging element 35a of the clutch 35H. Further, in the planetary gear 30H, the carrier 32h in the left row and the ring gear 33h'in the right row are connected, and the ring gear 33h in the left row and the carrier 32h'in the right row are connected. The carrier 32h in the left column is connected to a freewheeling gear 11b that constantly meshes with the fixed gear 15b of the first counter shaft 15. That is, the power of the engine 2 is output from the carrier 32h in the left column.

Further, the sun gear 31h in the left column is provided as a fixed gear with respect to the second shaft 39, and the sun gear 31h'in the right column is provided as an idle gear with respect to the second shaft 39. The other engaging element 35b of the clutch 35H is fixed to the right end of the second shaft 39, and the engaging element 35b engages with the engaging element 35a fixed to the input shaft 11 to form the left column. The power of the engine 2 is input to the sun gear 31h. The other engaging element 35b'of the clutch 35H is also fixed to the carrier 32h' in the right column. Further, the first element 36a of the brake 36H is fixed to the sun gear 31h'in the right column. The second element 36b of the brake 36H is fixed to the casing 1C.

In the clutch 35H, the two engaging elements 35b and 35b'are separated (disconnected) from each other with respect to the engaging element 35a fixed to the input shaft 11 according to the oil pressure of the oil flowing in from the oil passage inlet 5c. It is driven in the approaching (engaging) direction. When the two engaging elements 35b and 35b'are all disconnected, the power transmission of the engine 2 is cut off. Further, in the state where the engaging elements 35a and 35b are engaged, the power of the engine 2 is transmitted to the sun gear 31h in the left row.

When the engaging element 35b'is engaged with the engaging element 35a in addition to the engaging element 35b and the brake 36H is released, the sun gear 31h in the left row and the ring gear 33h in the left row (in the right column) are released. The carrier 32h') and the carrier 32h in the left row (ring gear 33h'in the right row) are restrained and integrally rotate. The collinear diagram in this case is as shown on the left side of FIG. 11B, and since the rotation speed is the same for all six elements, the gear ratio is 1. On the other hand, when only the engaging element 35b is engaged with the engaging element 35a and the brake 36H restrains the sun gear 31h'in the right column, the rotation of the sun gear 31h'is prohibited. The collinear diagram in this case is as shown on the right side of FIG. 11B, and the rotation speed of the carrier 32h (output) in the left column is smaller than the rotation speed of the sun gear 31h (input) in the left column.

That is, when the rotation of the sun gear 31h'is prohibited, the rotation of the engine 2 is decelerated (torque is amplified) and output from the carrier 32h, so that the gear ratio is larger than 1 (low gear stage). Become. Therefore, the transaxle 1 of the present modification can also switch between the high gear stage (gear ratio 1) and the low gear stage as in the above-described embodiment. Further, the same effect can be obtained from the same configurations as those of the above-described embodiment and the fourth modification.

[4-9. Ninth variant]
As shown in FIG. 12A, the transaxle 1 according to the ninth modification is provided with a labignon type planetary gear 30J and a clutch 35J in which at least two of the elements of the planetary gear 30J can be constrained freely. A switching mechanism 20J having a brake 36J and a brake 36J provided so as to restrain one of the elements of the planetary gear 30J is provided.

That is, the planetary gear 30J is a combination of a single pinion type planetary gear (right column) and a double pinion type planetary gear (left column), and the pinion gear 34j'in the right column is the pinion gear 34j in the left column. It is provided as a long pinion that always meshes. Further, the carrier 32j and the ring gear 33j are shared by two planetary gear trains. In the collinear diagram shown in FIG. 12B, the sun gear 31j in the left column is represented by "S", and the sun gear 31j'in the right column is represented by "S'".

In the transaxle 1 of this modification, one engaging element 35a of the clutch 35J is fixed to the input shaft 11. In the planetary gear 30J, the ring gear 33j is connected to the freewheel gear 11b via the connecting element 38j. Both the connecting element 38j and the idler gear 11b are provided so as to be rotatable relative to the input shaft 11, and rotate integrally with the ring gear 33j. The idle gear 11b is always in mesh with the fixed gear 15b of the first counter shaft 15. That is, in this modification, the power of the engine 2 is output from the ring gear 33j.

Further, the left and right sun gears 31j and 31j'are both provided as idle gears with respect to the input shaft 11. Further, the other engaging elements 35b and 35b'of the clutch 35J are fixed to the left and right sun gears 31j and 31j', respectively. Further, the first element 36a of the brake 36J is fixed to the sun gear 31j'in the right column. The second element 36b of the brake 36J is fixed to the casing 1C.

In the clutch 35J, the two engaging elements 35b and 35b'are separated (disconnected) from each other with respect to the engaging element 35a fixed to the input shaft 11 according to the oil pressure of the oil flowing in from the oil passage inlet 5c. It is driven in the approaching (engaging) direction. When the two engaging elements 35b and 35b'are all disconnected, the power transmission of the engine 2 is cut off. Further, in the state where the engaging elements 35a and 35b are engaged, the power of the engine 2 is transmitted to the sun gear 31j in the left row. That is, in this modification, the power of the engine 2 is input to the sun gear 31j in the left column.

When the engaging elements 35b and 35b'are engaged with the engaging element 35a and the brake 36J is released, the left and right sun gears 31j and 31j'are restrained and integrally rotate. The collinear diagram in this case is as shown on the left side of FIG. 12B, and since the rotation speed is the same for all four elements, the gear ratio is 1. On the other hand, when only the engaging element 35b is engaged with the engaging element 35a and the brake 36J restrains the sun gear 31j'in the right column, the rotation of the sun gear 31j'is prohibited. The collinear diagram in this case is as shown on the right side of FIG. 12B, and the rotation speed of the ring gear 33j (output) is smaller than the rotation speed of the sun gear 31j (input) in the left column.

That is, when the rotation of the sun gear 31j'is prohibited, the rotation of the engine 2 is decelerated (torque is amplified) and output from the ring gear 33j, so that the gear ratio is larger than 1 (low gear stage). Become. Therefore, the transaxle 1 of the present modification can also switch between the high gear stage (gear ratio 1) and the low gear stage as in the above-described embodiment. Further, the same effect can be obtained from the same configurations as those of the above-described embodiment and the fourth modification.

[5. Others]
Although the embodiments and modifications of the present invention have been described above, the present invention is not limited to the above-described embodiments and the like, and various modifications can be made without departing from the spirit of the present invention. For example, as a switching mechanism for switching between the high gear stage and the low gear stage, a multi-plate clutch may be provided instead of the sleeve 21s or the like described above. Further, when the switching mechanism has a planetary gear, a clutch, and a brake, one element other than the sun gear is restrained by the brake, and two elements are restrained by the clutch to separate the high gear stage and the low gear stage. It may be configured to switch.

Further, the relative positions of the engine 2, the motor 3, the generator 4, and the pump 5 with respect to the transaxle 1 are not limited to those described above. The arrangement of the six axes 11 to 16 in the transaxle 1 may be set according to these relative positions. Further, the arrangement of gears provided on each shaft in the transaxle 1 is also an example, and is not limited to the above-mentioned one. The clutch 17 interposed in the middle of the second path 52 related to the power transmission from the motor 3 to the drive wheels 8 may be omitted.

1 Transaxle (transaxle device)
1C Casing 2 Engine 2a Crankshaft (Rotating shaft)
3 Motor (electric motor, first rotary electric machine)
4 Generator (generator, second rotary electric machine)
8 Drive wheels 10 Vehicles 11 Input shafts 12 Output shafts 14 Generator shafts (second rotary electric shaft)
15 First counter axis (counter axis)
18 differential (differential gear)
20A, 20B, 20C, 20D, 20E, 20F, 20G, 20H, 20J Switching mechanism 21s, 21s', 22s, 23s Sleeve 22,23 Selection mechanism 30D, 30E, 30F, 30G, 30H, 30J Planetary gears 31d, 31e, 31f, 31g, 31h, 31h', 31j, 31j'Sun gear 32d, 32e, 32f, 32g, 32h, 32h', 32j Carrier 33d, 33e, 33f, 33g, 33h, 33h', 33j Ring gear 35D, 35E, 35F, 35G, 35H, 35J Clutch 36D, 36E, 36F, 36G, 36H, 36J Brake

Claims (4)

Equipped with an engine, a first rotary electric machine, and a second rotary electric machine, the power of the engine and the first rotary electric machine is individually transmitted to the output shaft on the drive wheel side, and the power of the engine is transmitted to the second rotary electric machine. It is a transaxle device for hybrid vehicles that also transmits to rotary electric machines.
A switching mechanism that is interposed on the first power transmission path from the engine to the output shaft and switches between the high gear stage and the low gear stage.
A transformer provided on a second power transmission path from the first rotary electric machine to the output shaft, and provided with a connection / disconnection mechanism for connecting / disconnecting the power transmission of the first rotary electric machine. Axle device. The first power transmission path includes an input shaft provided at the right end of the engine and a switching mechanism interposed in the input shaft.
The second power transmission path is arranged in parallel with the first rotary electric machine shaft provided with the first rotary electric machine at the left end and the first rotary electric machine shaft, and the disconnection mechanism is arranged second. With a counter shaft,
The switching mechanism and the disconnection mechanism are arranged on opposite sides in the axial direction of the output shaft with the differential device arranged on the output shaft interposed therebetween.
The transaxle device according to claim 1, wherein the engine and the first rotary electric machine are arranged on opposite sides of the differential device in the axial direction. The switching mechanism has an annular sleeve that is non-rotatable relative to the input shaft and is slidably coupled in the axial direction of the input shaft.
1. The sleeve is characterized in that at least one of the idle gears of the high gear stage and the low gear stage is rotationally connected to the input shaft by moving in the axial direction of the input shaft. Or the transaxle device according to 2. The second rotary electric machine according to any one of claims 1 to 3, wherein the engine and the second rotary electric machine are arranged on opposite sides of the differential device in the axial direction. Transaxle device.

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