JP2021143693A - Power transmission device for vehicle - Google Patents

Abstract

To effectively transmit coast torque to a motor generator side while actualizing a gear change having no torque reduction by using one-way clutches.SOLUTION: A power transmission device includes a motor generator 10, an input shaft 21, an output shaft 22, gear trains 23, 24 having mutually different gear ratios, a clutch mechanism 60 capable of selectively switching the gear train 24 and the input shaft 21 or the output shaft 22 into a connecting state of connecting the transmission of power or into a disconnecting state of disconnecting the transmission of the power, a first one-way clutch 30 provided between the gear train 23 and the input shaft 21 or the output shaft 22 for transmitting power from the input shaft 21 side to the output shaft 22 side while not transmitting the power from the output shaft 22 side to the input shaft 21 side, and a second one-way clutch 40 provided between the gear train 24 and the input shaft 21 or the output shaft 22 for transmitting the power from the output shaft 22 side to the input shaft 21 side while not transmitting the power from the input shaft 21 side to the output shaft 22 side.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a vehicle power transmission device, and more particularly to a technique suitable for a power transmission device of an electric vehicle equipped with a motor generator as a driving force source.

As a power transmission device for this type of electric vehicle, for example, Patent Documents 1 and 2 describe these power transmissions between an input shaft into which the power of an electric generator is input and an output shaft connected to a drive wheel. A structure in which a plurality of gear trains for establishing a path are arranged is disclosed.

Japanese Unexamined Patent Publication No. 2016-22799 Japanese Unexamined Patent Publication No. 7-63253

In the power transmission device as described above, if a one-way clutch that transmits power from the input shaft side to the output shaft side but does not transmit power in the opposite direction is provided for a predetermined gear train, torque will not be cut off. It becomes possible to realize a shift. However, if a one-way clutch is provided, the coast torque is not transmitted from the drive wheel side to the motor generator side during so-called coastal driving in which the vehicle coasts with the accelerator off, and the regenerative torque of the motor generator is effectively transmitted to the drive wheel side. There is a problem that it cannot be communicated.

The technology of the present disclosure has been made in view of the above circumstances, and provides a power transmission device capable of effectively transmitting coast torque to the motor generator side while realizing a shift without torque interruption by a one-way clutch. With the goal.

The technology of the present disclosure is provided in parallel with the electric generator as a driving force source mounted on the vehicle, the input shaft into which the power of the electric generator is input, and the input shaft, and the drive wheels of the vehicle. Of the two or more rows of gears and the two or more rows of gears that establish a power transmission path between the output shaft connected to the input shaft and the input shaft and the output shaft and have different gear ratios from each other. , It is provided in other gear trains except one gear train having the largest gear ratio, and the other gear train and the input shaft or the output shaft are in contact with each other to transmit power and to transmit power. A clutch mechanism that can be selectively switched to a disengaged state is provided between the one gear train and the input shaft or the output shaft, and power is transmitted from the input shaft side to the output shaft side. A first one-way clutch that transmits power but does not transmit power from the output shaft side to the input shaft side is provided between the other gear train and the input shaft or the output shaft, and is provided on the output shaft side. It is characterized by including a second one-way clutch that transmits power from the input shaft side to the output shaft side but does not transmit power from the input shaft side to the output shaft side.

Further, a control unit for controlling the drive of the electric generator and the operation of the clutch mechanism is further provided, and the control unit has the drive wheels when the vehicle is coasting with the clutch mechanism in the contact state. By generating and driving the electric generator by the rotational force transmitted from the side via the clutch mechanism, the regenerative torque is transmitted to the drive wheels, the clutch mechanism is in the disengaged state, and the vehicle runs on the coast. In this case, it is preferable to transmit the regenerative torque to the drive wheels by driving the electric generator with the rotational force transmitted from the drive wheels side via the second one-way clutch.

Further, the one gear train has the first drive gear provided so as to be relatively rotatable on the input shaft, and the first driven gear provided so as to be integrally rotatable on the output shaft. The other gear train has the second drive gear rotatably provided on the input shaft and the second driven gear rotatably provided on the output shaft, and the clutch mechanism has the clutch mechanism. The input shaft and the second drive gear can be selectively switched between the connected state and the disconnected state, and the first one-way clutch transmits power from the input shaft to the first drive gear. On the other hand, it is a one-way clutch that does not transmit power from the first drive gear to the input shaft, and the second one-way clutch transmits power from the second drive gear to the input shaft while transmitting power from the input shaft to the first. A one-way clutch that does not transmit power to the two drive gears is preferable.

Further, it is preferable that the clutch mechanism and the second one-way clutch are provided in parallel with the other gear train.

Further, the other gear train is preferably the gear train having the smallest gear ratio among the two or more gear trains.

Further, it is preferable that the clutch mechanism is a wet multi-plate clutch.

According to the technique of the present disclosure, it is possible to provide a power transmission device capable of effectively transmitting coast torque to the motor generator side while realizing a shift without torque loss by a one-way clutch.

It is a schematic overall block diagram which shows the power transmission device of the vehicle which concerns on this embodiment. It is a schematic diagram which shows an example of the one-way clutch which concerns on this embodiment. It is a schematic diagram explaining the power transmission path when the motor generator is driven by power running with the transmission set to 1st speed. It is a schematic diagram explaining the power transmission path when the motor generator is driven by power running by setting the transmission to 2nd speed. It is a schematic diagram explaining the power transmission path when a vehicle travels on the coast with the transmission set to 2nd speed. It is a schematic diagram explaining the power transmission path when a vehicle travels on the coast with the transmission set to the first speed. It is a schematic overall block diagram which shows the power transmission device of the vehicle which concerns on other embodiment. Shown. It is a schematic diagram which shows the power transmission device of the comparative example.

Hereinafter, the vehicle power transmission device according to the present embodiment will be described with reference to the attached drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

FIG. 1 is a schematic overall configuration diagram showing a power transmission device of the vehicle 1 according to the present embodiment.

The vehicle 1 is equipped with a motor generator 10 as an example of a driving force source. The drive of the motor generator 10 is controlled in response to a command from the control device 100. The output shaft 11 of the motor generator 10 is integrally rotatably connected to the input shaft 21 of the transmission 20. The transmission 20 has the input shaft 21, the output shaft 22 provided parallel to the input shaft 21, and the first speed gear train 23 and the second speed that establish a power transmission path between the input shaft 21 and the output shaft 22. It is provided with a gear train 24.

A propeller shaft 12 is connected to the output shaft 22. Further, the left and right drive wheels 14L and 14R are connected to the propeller shaft 12 via a differential device 13, respectively. That is, the power of the electric generator 10 is decelerated or accelerated by the transmission 20 at a predetermined gear ratio (value obtained by dividing the number of gear teeth on the output shaft 22 side by the number of gear teeth on the input shaft 21 side). Later, it is transmitted to the drive wheels 14L and 14R via the propeller shaft 12 and the differential device 13. The vehicle 1 is not limited to the rear-wheel drive vehicle shown in the illustrated example. It may be a front-wheel drive vehicle, a four-wheel drive vehicle, or an all-wheel drive vehicle.

The 1st speed gear train 23 (one gear train of the present disclosure) is set with a gear ratio larger than that of the 2nd speed gear train 24, and the 1st speed drive gear 23A (1st drive gear) and the 1st speed drive gear. It is provided with a first-speed driven gear 23B (first driven gear) that meshes with 23A. The first-speed drive gear 23A is provided on the input shaft 21 via the first one-way clutch 30 so as to be relatively rotatable or integrally rotatable. The 1st speed driven gear 23B is provided on the output shaft 22 so as to be integrally rotatable by spline fitting or the like.

The first one-way clutch 30 may be provided between the first-speed driven gear 23B and the output shaft 22. In this case, the 1st speed drive gear 23A may be provided on the input shaft 21 so as to be integrally rotatable.

The 2nd speed gear train 24 (other gear trains of the present disclosure) is set with a gear ratio smaller than that of the 1st speed gear train 23, and the 2nd speed drive gear 24A (second drive gear) and the 2nd speed drive gear. It is equipped with a second speed driven gear 24B (second driven gear) that meshes with 24A. The second-speed drive gear 24A is provided on the input shaft 21 via a second one-way clutch 40 so as to be relatively rotatable or integrally rotatable. The second-speed driven gear 24B is provided on the output shaft 22 so as to be integrally rotatable by spline fitting or the like. A clutch mechanism 60 is provided between the second speed drive gear 24A and the input shaft 21.

The second one-way clutch 40 may be provided between the second speed driven gear 24B and the output shaft 22. In this case, the second-speed drive gear 24A may be provided on the input shaft 21 so as to be integrally rotatable, and the clutch mechanism 60 may be provided between the second-speed driven gear 24B and the output shaft 22.

The clutch mechanism 60 is, for example, a wet multi-plate clutch, and is provided in parallel with the second one-way clutch 40 with respect to the second speed gear train 24. Specifically, the clutch mechanism 60 includes a substantially cylindrical clutch drum 61, a substantially cylindrical clutch hub 62, a plurality of separate plates 63, a plurality of friction plates 64, a piston 65, and a hydraulic chamber. It has 66 and a cancellation oil chamber 67.

The clutch drum 61 is provided so as to be integrally rotatable with the input shaft 21. The clutch hub 62 is arranged radially inside the clutch drum 61, and is provided so as to be integrally rotatable with the second speed drive gear 24A. Regarding the arrangement of the clutch drum 61 and the clutch hub 62, the clutch hub 62 may be arranged on the input shaft 21 side and the clutch drum 61 may be arranged on the second speed drive gear 24A side.

The separate plates 63 and the friction plates 64 are arranged alternately in the axial direction. The outer peripheral side of the separate plate 63 is spliced into a spline groove portion (not shown) provided on the inner peripheral surface of the clutch drum 61 so as to be movable in the axial direction and integrally rotatable in the circumferential direction.

The friction plate 64 has its inner peripheral side spliced into a spline groove portion (not shown) provided on the outer peripheral surface of the clutch hub 62 so as to be movable in the axial direction and integrally rotatable in the circumferential direction. Regarding these arrangements, the friction plate 64 may be arranged on the clutch drum 61 side and the separate plate 63 may be arranged on the clutch hub 62 side.

The hydraulic chamber 66 and the cancel oil chamber 67 are arranged so as to face each other in the axial direction with the piston 65 interposed therebetween. Further, the cancel oil chamber 67 is provided with a return spring 68 for urging the piston 65. Hydraulic oil is supplied to the hydraulic chamber 66 and the cancel oil chamber 67 from a hydraulic circuit (not shown). The supply / stop of hydraulic oil by the hydraulic circuit is controlled in response to a command from the control device 100.

Specifically, in the clutch mechanism 60, when hydraulic oil is supplied from the hydraulic circuit to the hydraulic chamber 66, the piston 65 strokes toward the plates 63 and 64 and presses the plates 63 and 64. When the plates 63 and 64 are pressed and frictionally engaged with each other, the clutch mechanism 60 is brought into a contact state in which power is transmitted from the input shaft 21 to the second speed drive gear 24A.

On the other hand, in the clutch mechanism 60, when the supply of hydraulic oil from the hydraulic circuit to the hydraulic chamber 66 is stopped, the oil pressure in the hydraulic chamber 66 drops accordingly, and the piston 65 is pushed by the urging force of the return spring 68 to each plate. It moves in the direction away from 63 and 64. When the piston 65 is separated from the plates 63 and 64, the frictional engagement of the plates 63 and 64 is released, so that the clutch mechanism 60 cuts off the power transmission between the input shaft 21 and the second speed drive gear 24A. It is said to be in a state of discontinuity.

The first one-way clutch 30 is provided on the input shaft 21 and is arranged so as to be sandwiched between the input shaft 21 and the first speed drive gear 23A. The second one-way clutch 40 is provided on the input shaft 21 and is arranged so as to be sandwiched between the input shaft 21 and the second speed drive gear 24A. The first one-way clutch 30 may be arranged between the output shaft 22 and the first-speed driven gear 23B, and the second one-way clutch 40 may be arranged between the output shaft 22 and the second-speed driven gear 24B.

The first one-way clutch 30 has a structure in which power is transmitted from the input shaft 21 side to the 1st speed drive gear 23A side, while power is not transmitted by idling from the 1st speed drive gear 23A side to the input shaft 21 side. There is. The second one-way clutch 40 has a structure in which power is transmitted from the 2nd speed drive gear 24A side to the input shaft 21 side, while power is not transmitted by idling from the input shaft 21 side to the 2nd speed drive gear 24A side. There is.

Specific examples of the one-way clutches 30 and 40 are shown in FIGS. 2A and 2B.

As shown in FIGS. 2A and 2B, the one-way clutches 30 and 40 include inner rings 31 and 41 and outer rings 32 and 42 arranged concentrically. A plurality of ratchet teeth 33, 43 are provided on the outer peripheral portions of the inner rings 31 and 41 at a predetermined pitch in the circumferential direction. Each ratchet tooth 33, 43 has a smooth tooth surface shape on one direction side in the rotation direction and a straight tooth surface shape on the opposite direction side.

A plurality of ratchet claws 34, 44 that can engage with the ratchet teeth 33, 43 are provided on the inner peripheral portions of the outer rings 32, 42. The base ends of the ratchet claws 34 and 44 are swingably supported by the outer rings 32 and 42. Further, the ratchet claws 34 and 44 are constantly urged by springs 35 and 45 provided on the outer rings 32 and 42.

The tips of the ratchet claws 34 and 44 project diagonally from the outer rings 32 and 42, and by engaging with the linear tooth surface portions of the ratchet teeth 33 and 43, the inner rings 31 and 41 and the outer rings 32 and 42 are joined. It is configured so that torque can be transmitted between them.

That is, in the first one-way clutch 30 shown in FIG. 2A, when the outer ring 32 tries to rotate counterclockwise (counterclockwise) with respect to the inner ring 31, the ratchet claw 34 is linear in the ratchet teeth 33. By engaging with the tooth surface portion, power is transmitted from the input shaft 21 side to the 1st speed drive gear 23A side. On the other hand, when the relative rotation of the inner ring 31 and the outer ring 32 is in the opposite direction clockwise (right rotation direction), the ratchet claw 34 is pushed back to the outer ring 32 side by the smooth tooth surface portion of the ratchet tooth 33, and the ratchet claw 34 and the ratchet When the engagement with the teeth 33 is released, the first one-way clutch 30 is in an idling state without transmitting power.

Similarly, in the second one-way clutch 40 shown in FIG. 2B, when the outer ring 42 tries to rotate clockwise (clockwise) relative to the inner ring 41, the ratchet claw 44 is linear in the ratchet teeth 43. By engaging with the tooth surface portion, power is transmitted from the input shaft 21 side to the second speed drive gear 24A side. On the other hand, when the relative rotation between the inner ring 41 and the outer ring 42 is counterclockwise (counterclockwise rotation direction), the ratchet claw 44 is pushed back to the outer ring 42 side by the smooth tooth surface of the ratchet tooth 43, and the ratchet claw 44 and the ratchet claw 44 When the engagement with the ratchet tooth 43 is released, the second one-way clutch 40 is in an idling state without transmitting power.

The first one-way clutch 30 and the second one-way clutch 40 are not limited to the structure shown in FIG. 2, and may transmit power in only one direction but do not idle in the opposite direction to transmit power. For example, other structures can be adopted.

Returning to FIG. 1, the vehicle 1 is provided with various sensors 90 to 92. The rotation speed sensor 90 detects the output rotation speed N of the motor generator 10. The accelerator opening sensor 91 detects the accelerator opening AC according to the amount of depression of the accelerator pedal (not shown). The vehicle speed sensor 92 detects the vehicle speed V from the output shaft 22 or the propeller shaft 12. The vehicle speed sensor 92 may be a wheel speed sensor. The detection signals of these sensors 90 to 92 are transmitted to the electrically connected control device 100.

The control device 100 (control unit of the present disclosure) is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), or a RAM (Random Access Memory) connected to each other by a bus or the like. ), Input port, output port, etc., and execute the program. Further, the control device 100 controls the drive of the motor generator 10 and the operation of the clutch mechanism 60 based on the traveling state of the vehicle 1 and the like.

Specifically, the control device 100 transmits the motor generator 10 to the drive wheels 14L and 14R so as to transmit the required driving force according to the accelerator opening AC and the vehicle speed V when the vehicle 1 is accelerating. Power drive. Further, the control device 100 transmits the regenerative torque according to the vehicle speed V from the motor generator 10 side to the drive wheels 14L and 14R side when the vehicle 1 coasts on the coast with the accelerator off. Is driven by power generation. The generated regenerative power is supplied to auxiliary equipment (not shown) or the like, or is stored in the vehicle-mounted battery 80, depending on the remaining charge capacity of the vehicle-mounted battery 80 or the like.

Hereinafter, specific power transmission paths during power running drive and power generation drive will be described with reference to FIGS. 3 to 6.

FIG. 3 shows a power transmission path when the motor generator 10 is driven by power running with the transmission 20 at the first speed.

As shown in FIG. 3, the clutch mechanism 60 is disconnected when the power running is driven at the first speed. That is, the power running torque of the motor generator 10 is transmitted from the input shaft 21 to the 1st speed gear train 23 via the 1st one-way clutch 30, and is output after being decelerated at a desired gear ratio in the 1st speed gear train 23. It will be transmitted from the shaft 22 to the drive wheels 14L and 14R. At this time, since the second one-way clutch 40 is in an idling state, the power running torque of the motor generator 10 is not transmitted from the input shaft 21 to the second speed gear train 24.

FIG. 4 shows a power transmission path when the motor generator 10 is power-driven by setting the transmission 20 to the second speed.

As shown in FIG. 4, the clutch mechanism 60 is brought into contact with the clutch mechanism 60 when power running at the second speed. That is, after the power running torque of the motor generator 10 is transmitted from the input shaft 21 to the 2nd speed gear train 24 via the clutch mechanism 60 in contact state and decelerated at the desired gear ratio in the 2nd speed gear train 24. It will be transmitted from the output shaft 22 to the drive wheels 14L and 14R. At this time, since the first one-way clutch 30 is in an idling state, the power running torque of the motor generator 10 is not transmitted from the input shaft 21 to the first speed gear train 23.

FIG. 5 shows a power transmission path when the vehicle 1 travels on the coast with the transmission 20 in the second speed.

As shown in FIG. 5, when the vehicle 1 travels on the coast with the clutch mechanism 60 in contact with the second speed, the coast torque transmitted from the drive wheels 14L and 14R sides via the output shaft 22 is 2. It is transmitted from the input shaft 21 to the motor generator 10 via the speed gear train 24 and the clutch mechanism 60. At this time, the first one-way clutch 30 is in an idling state. If the motor generator 10 is driven to generate electricity in this state, the regenerative torque can be transmitted to the drive wheels 14L and 14R, and a desired braking force can be applied to the vehicle 1.

FIG. 6 shows a power transmission path when the vehicle 1 travels on the coast with the transmission 20 in the first speed.

As shown in FIG. 6, when the vehicle 1 travels on the coast with the clutch mechanism 60 in the disengaged state, the coast torque transmitted from the drive wheels 14L and 14R sides via the output shaft 22 is 2. It is transmitted from the input shaft 21 to the motor generator 10 via the speed gear train 24 and the second one-way clutch 40. At this time, the first one-way clutch 30 is in an idling state. If the motor generator 10 is driven to generate electricity in this state, the regenerative torque can be transmitted to the drive wheels 14L and 14R, and a desired braking force can be applied to the vehicle 1.

The specific operation of this embodiment will be described with reference to the comparative example shown in FIG. In the comparative example shown in FIG. 8, a one-way clutch is not provided between the input shaft 210 and the second speed drive gear 240A. Therefore, when the vehicle 1A runs on the coast with the transmission 200 set to the first speed, the coast torque transmitted from the drive wheels 140L and 140R to the output shaft 220 is obtained when the clutch mechanism 600 is disconnected and the one-way clutch 300 is engaged. Is not transmitted to the input shaft 210 because it slips. Therefore, there is a problem that the regenerative torque of the motor generator 100 cannot be transmitted to the drive wheels 140L and 140R, and a desired braking force cannot be applied to the vehicle 1A.

On the other hand, in the present embodiment shown in FIG. 6, since the second one-way clutch 40 is provided between the input shaft 21 and the second-speed drive gear 24A, the clutch mechanism 60 is in the disengaged state and the first one-way clutch is engaged. Even if 30 is the 1st speed in the idling state, the coast torque corresponding to the 2nd speed can be reliably transmitted from the 2nd one-way clutch 40 to the electric generator 10 side.

As a result, the motor generator 10 can be driven to generate electricity by effectively utilizing the coast torque of the vehicle 1 regardless of whether the transmission 20 is in the 1st speed or the 2nd speed. Further, the regenerative torque of the motor generator 10 can be effectively transmitted to the drive wheels 14L and 14R side not only in the 2nd speed but also in the 1st speed, and the braking force of the vehicle 1 can be surely increased. Become.

The present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, in the above embodiment, the gear train of the transmission 20 has been described with two rows, but the gear train of the transmission 20 may be three or more rows. Specifically, as shown in FIG. 7, when the gear rows are three rows, the third speed drive gear 25A (an example of the second drive gear) and the third speed driven gear 25B (an example of the second driven gear). ) May be provided (an example of another gear train). More specifically, the third-speed drive gear 25A (or the third-speed driven gear 25B) is provided with the second clutch mechanism 70, and the input shaft 21 and the third-speed drive gear 25A (or the output shaft 22 and the third-speed driven gear 25A) are provided with the second clutch mechanism 70. A third one-way clutch 50 may be provided between the gear 25B and the gear 25B).

In this case, the third one-way clutch 50 and the second clutch mechanism 70 are provided in parallel with the third speed gear train 25 (power transmission path), and the second one-way clutch 40 and the first clutch mechanism 60 are 2 It is provided in series with the speed gear train 24 (power transmission path). Specifically, the first clutch mechanism 60 is provided so as to selectively engage and disconnect the second speed drive gear 24A of the second speed gear train 24 and the second one-way clutch 40.

Further, the clutch mechanism 60 is not limited to the wet multi-plate clutch, and other clutch mechanisms may be used. If the wet multi-plate clutch is used, the input shaft 21 and the 2nd speed drive gear 24A can be surely brought into contact with each other without being affected by the difference in the input / output rotation speeds.

Further, although the vehicle 1 has been described as an electric vehicle including the motor generator 10 as a driving force source, it may be a hybrid vehicle in which the motor generator 10 and the engine are used in combination as the driving force source.

1 Vehicle 10 Motor generator 14L, 14R Drive wheels 20 Transmission 21 Input shaft 22 Output shaft 23 1st gear train (1 gear train)
23A 1st speed drive gear (1st drive gear)
23B 1st speed driven gear (1st driven gear)
24 2nd gear train (an example of other gear trains)
24A 2nd speed drive gear (example of 2nd drive gear)
24B 2nd speed driven gear (an example of 2nd driven gear)
25 3rd gear train (an example of other gear trains)
25A 3rd speed drive gear (example of 2nd drive gear)
25B 3rd speed driven gear (an example of 2nd driven gear)
30 1st one-way clutch 40 2nd one-way clutch 60 Clutch mechanism 100 Control device (control unit)

Claims (6)

A motor generator as a driving force source mounted on a vehicle,
The input shaft to which the power of the motor generator is input and
An output shaft provided parallel to the input shaft and connected to the drive wheels of the vehicle,
A power transmission path between the input shaft and the output shaft is established, and at least two or more gear trains having different gear ratios are used.
Among the two or more gear trains, the other gear trains other than the one gear train having the largest gear ratio are provided, and power is transmitted between the other gear trains and the input shaft or the output shaft. A clutch mechanism that can selectively switch between a contact state and a disengagement state that cuts off power transmission,
It is provided between the one gear train and the input shaft or the output shaft, and transmits power from the input shaft side to the output shaft side, while transmitting power from the output shaft side to the input shaft side. The first one-way clutch that does not transmit,
It is provided between the other gear train and the input shaft or the output shaft, and transmits power from the output shaft side to the input shaft side, while transmitting power from the input shaft side to the output shaft side. A vehicle power transmission device comprising: a second one-way clutch that does not transmit. A control unit that controls the drive of the motor generator and the operation of the clutch mechanism is further provided.
The control unit
When the vehicle runs on the coast with the clutch mechanism in the contact state, the motor generator is driven by the rotational force transmitted from the drive wheel side via the clutch mechanism to generate and drive the motor generator to the drive wheels. Transmits regenerative torque,
When the vehicle runs on the coast with the clutch mechanism in the disengaged state, the electric generator is driven by a rotational force transmitted from the drive wheel side via the second one-way clutch to generate and drive the electric generator. The vehicle power transmission device according to claim 1, wherein the regenerative torque is transmitted to the wheels. The one gear train has the first drive gear provided so as to be relatively rotatable on the input shaft, and the first driven gear provided so as to be integrally rotatable on the output shaft.
The other gear train has the second drive gear provided so as to be relatively rotatable on the input shaft, and the second driven gear provided so as to be integrally rotatable on the output shaft.
The clutch mechanism can selectively switch the input shaft and the second drive gear between the connected state and the disengaged state.
The first one-way clutch is a one-way clutch that transmits power from the input shaft to the first drive gear but does not transmit power from the first drive gear to the input shaft.
The vehicle according to claim 1 or 2, wherein the second one-way clutch is a one-way clutch that transmits power from the second drive gear to the input shaft but does not transmit power from the input shaft to the second drive gear. Power transmission device. The vehicle power transmission device according to any one of claims 1 to 3, wherein the clutch mechanism and the second one-way clutch are provided in parallel with the other gear train. The vehicle power transmission device according to any one of claims 1 to 4, wherein the other gear train is a gear train having the smallest gear ratio among the two or more gear trains. The vehicle power transmission device according to any one of claims 1 to 5, wherein the clutch mechanism is a wet multi-plate clutch.

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