JP3259427B2 - Drive transmission device for vehicle using internal combustion engine and electric motor - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention generally relates to a drive transmission device for a vehicle using an electric motor, and more particularly, to a device for preventing the vehicle from moving backward on a slope.

[0002]

2. Description of the Related Art In recent years, an electric vehicle mounted with an electric motor in place of an internal combustion engine such as gasoline and driven by the electric motor has attracted attention. Also, a hybrid vehicle equipped with both an internal combustion engine and an electric motor and running the vehicle by being selectively driven as appropriate has been proposed (hereinafter, a vehicle using such an electric motor is referred to as an “electric vehicle or the like”). ).

[0003] Since the electric motor stops rotating when the electric vehicle is stopped, the electric vehicle is started by depressing an accelerator pedal to increase the rotation speed.

[0004]

When the vehicle starts on a slope, it is necessary to release the brake pedal and depress the accelerator pedal. However, in an electric vehicle or the like, the output of the electric motor is not immediately transmitted to the drive wheels. However, there is a problem that the vehicle retreats on a slope with the release of the brake pedal. It is also possible to prevent the vehicle from retreating by driving the drive wheels with excessive output by strongly depressing the accelerator pedal. (Including the case where the vehicle runs only by the internal combustion engine
It required considerable skill compared to.

On the other hand, as a technique for solving such a problem, there is a technique for preventing a vehicle from moving backward by an electric braking force, as disclosed in Japanese Patent Application Laid-Open No. 62-95903, for example.

That is, the technique disclosed in the publication includes a sensor for detecting the rotation speed of the output shaft of the electric motor, and in a predetermined case (when the current supply to the electric motor is stopped to stop the vehicle). Regardless, when the output shaft connected to the driving wheel is rotating by the force from the driving wheel), the sensor supplies the electric motor to the electric motor while detecting the rotation speed of the output shaft, A torque is generated in a direction opposite to the direction in which the output shaft is rotating, so that the rotation speed of the output shaft is controlled to be 0 (that is, a stopped state). Such control is performed even when the vehicle starts on a slope. For example, when the vehicle retreats and the output shaft tries to rotate when the vehicle starts on a slope, a torque (braking force) is generated in the electric motor, and the rotation is prohibited. This prevents the vehicle from moving backward.

However, when braking is performed by an electric motor as described above, there is a problem in that a load is applied to the motor. In addition, for example, when the vehicle stops on a slope for a long time, current may be supplied to the electric motor all the time, causing a problem that heat is generated and the heat capacity of a power supply element such as a transistor is insufficient. Further, a device for controlling the number of revolutions of the electric motor, various sensors, and the like are required, and the device is complicated and expensive.

Therefore, the present invention uses an inexpensive electric motor that can prevent the vehicle from moving backward and can start on a slope smoothly, without the above-mentioned burden on the electric motor and without the risk of heat generation. It is an object to provide a drive transmission device in a vehicle.

[0009]

The present invention according to claim 1 comprises an electric motor (12) and an internal combustion engine (11),
Less of the electric motor (12) or the internal combustion engine (11)
A drive transmission device for transmitting one of the outputs to drive wheels, the planetary gears (16, 16R) forming a plurality of shift speeds and being connected to an output shaft (26) of the electric motor (12). ) And the planetary gear (1)
6, 16R) to a predetermined gear position (FIG. 1, FIG. 6, FIG. 7, FIG. 10B, FIG. 4, FIG. 5, FIG. 8, FIG. 9, FIG. 12B1), and at a predetermined gear position of the planetary gears (16, 16R), the drive wheels are prohibited from rotating in the retreating direction, and the planetary gears (16, 16R) serve as a predetermined limited movement mechanism. (F, FIGS. 1 to 10, F2 in FIGS. 11 and 12).
52, 53, 54, 55, 56, 57, 58), an internal combustion engine running mode for outputting the output of the internal combustion engine (11) to the drive wheels via the transmission, and the output of the electric motor (12). And a near-stop area for detecting a near-stop area.
Detecting means (63b) and the near stop area detecting means (63
b) detects the near stop area, and when the vehicle starts on a sloping road in the motor running mode, activates the first rotation restricting means to rotate the drive wheel in the backward direction based on the second rotation restricting means. Slope start control means (62b) for setting a predetermined limited movement mechanism of the planetary gear which is prohibited.
And a drive transmission device for a vehicle using an internal combustion engine and an electric motor.

According to the present invention, a clutch (C) is interposed between the internal combustion engine (11) and an input member (CR) of the transmission (18). The internal combustion engine is operated in a state in which the clutch (C) is engaged, and the motor mode is operated in a state in which the clutch (C) is released, respectively. A drive transmission device for a vehicle using the internal combustion engine (11) and the electric motor (12) described above.

According to a third aspect of the present invention, the planetary gears (16, 16R) are connected to the first rotation regulating means (FIG. 1, FIG. 6, FIG. 7, FIG. (C2 in FIGS. 4, 5, 8, 9 and B1 in FIGS. 11, 12)
Second rotation restricting means (F in FIGS. 1 to 10 and F2 in FIGS. 11 and 12) comprising a one-way clutch;
3. The drive transmission device for a vehicle using an internal combustion engine (11) and an electric motor (12) according to claim 1 or 2, wherein the predetermined limited motion mechanism is provided.

According to a fourth aspect of the present invention, the first rotation restricting means (B, B1, C2) is provided in the vehicle body (1).
9), one of the three elements of the planetary gear (S in FIGS. 1, 7; R in FIGS. 6, 10;
1, S2) of FIG. 12, or interposed between two of the three elements (CR and S in FIGS. 4, 8 and CR and R in FIGS. 5, 9). The second rotation restricting means (F, F2) is fixed to the vehicle body (19) of the vehicle and controls one of the three elements (FIGS. 4, 8). S, FIGS. 5 and 9, FIGS. 11 and 1
2 CR2) rotation is restricted only in one direction,
Or, it is interposed between two of the three elements (CR and S in FIGS. 1 and 7 and CR and R in FIGS. 6 and 10) to restrict the relative rotation of the two elements only in one direction. A drive transmission device for a vehicle using an internal combustion engine (11) and an electric motor (12) according to claim 3, characterized in that:

[0013]

[0014]

According to a fifth aspect of the present invention (for example, see FIGS. 1 to 6 and FIG. 11), the planetary gear includes an input shaft (24) to which an output from the internal combustion engine is transmitted, and an output of the motor. The drive transmission device for a vehicle using an internal combustion engine and an electric motor according to any one of claims 1 to 4 , wherein the drive transmission device is interposed between the drive shaft and the shaft (26).
The present invention according to claim 6 (for example, see FIGS. 7 to 9 and FIG. 12) provides an input shaft (2) to which an output from the internal combustion engine is transmitted.
4) and an output shaft (26) of the motor, wherein the planetary gear is interposed between the connected input shaft and output shaft and the drive wheel. A drive transmission device for a vehicle using the internal combustion engine and the electric motor according to any one of claims 1 to 4 .

[0016]

In the internal combustion engine running mode, the internal combustion engine (1)
The output of 1) is the transmission (18,51-5)
8), the speed is appropriately changed by a plurality of gears based on different paths of the planetary gears (16, 16R), and transmitted to the drive wheels. At this time, the transmission operates the second rotation restricting means (F, F) at a predetermined gear by the operation of the first rotation restricting means (B, C2, B1).
2) constitutes a predetermined limited movement mechanism of the planetary gear in which the rotation of the drive wheel in the backward direction is prohibited. Normally, the vehicle is started in the motor running mode when the vehicle starts. However, when the vehicle starts running on a slope and when the running of the vehicle is stopped, the rotation of the electric motor (12) also stops.
.. While the planetary gears (16,...) Are maintained at the predetermined gear position by the rotation restricting means (B, C2, B1).
A predetermined limited movement mechanism, in which the rotation of the drive wheel in the backward direction based on 2) is prohibited (hill hold), is held, and the output shaft (26) of the electric motor (12) is connected to the planetary gear. Thus, the driving wheels are in a state in which the vehicle is prevented from retreating. In this state, when the driving force of the electric motor (12) exceeds the starting torque, the vehicle starts.

The reference numerals in parentheses above are for comparison with the drawings, but do not limit the configuration of the present invention.

[0018]

Embodiments of the present invention will be described below with reference to the drawings.

First, FIG. 1 shows a first embodiment of the present invention.
3 will be described with reference to FIG. The present invention can be applied not only to a hybrid vehicle running by the driving force of an electric motor and an internal combustion engine, but also to an electric vehicle running by the driving force of only an electric motor. In the following embodiments, the present invention is applied to a hybrid vehicle. An example is shown.

An internal combustion engine 11 (for example, an internal combustion engine such as a gasoline engine) shown in FIG. 2 is disposed in a bonnet of the hybrid vehicle. Further, a drive device case (vehicle body) 19 is attached. The drive device case 19 contains the internal combustion engine 11.
A clutch C for selectively transmitting / receiving the output of the vehicle, an electric motor 12 selectively driven to run the vehicle with or without the internal combustion engine 11, and a transmission 18 for performing a gear shift are provided. Further, a differential device 14 is provided below the torque converter 15 so as to transmit the output of the internal combustion engine 11 or the electric motor 12 to driving wheels (not shown).
The internal combustion engine 11 and the torque converter 1
5 and the drive device case 19 are arranged along the vehicle width direction.

The torque converter 15 has a pump impeller connected to the output shaft 22 of the engine 11.
A turbine liner is provided at a position facing the pump impeller. This turbine liner is connected to an output shaft 23 and rotates integrally with the output shaft 23. When the pump impeller rotates upon receiving the output of the engine 11, the turbine liner also rotates via the fluid, and the rotation of the output shaft 22 is transmitted to the output shaft 23. Note that an oil pump 17 is provided adjacent to the torque converter 15.

In the drive case 19, an input clutch C of a hydraulic wet type is provided, the output shaft 23 is mounted on the input side, and a shaft member 24 (this shaft) is mounted on the output side. The member 24 is for inputting the engine output transmitted via the input clutch C and the torque converter 15 and the like to a transmission 18 described later, and is thus provided with an “input shaft 24”. The input shaft 24 extends to an end of the drive device case 19, and a bearing 46 is provided at the end.
It is rotatably supported by.

Further, the electric motor 12 is arranged so as to surround the input shaft 24. The motor 12 includes a stator core 12a fixed to a drive device case 19, and the stator core 12a includes a stator coil 12b.
Is wound. Further, the rotor 12c is spaced from the stator core 12a by a predetermined gap so as to face the stator core 12a.
Is provided, and a substantially cylindrical output shaft 26 is fixed to the rotor 12c. The output shaft 26 is rotatably and loosely fitted to the input shaft 24 via bearings 48 and 49, so that the input shaft 24 and the output shaft 26 can freely rotate with respect to each other. Therefore, by supplying a current to the stator coil 12b, the rotor 12c and the output shaft 26 are rotated. The amount of current supplied to the stator coil 12b is determined by a CPU (not shown) including a microprocessor, a RAM, a ROM, and the like.
Thus, control is performed according to the amount of depression of an accelerator pedal (also not shown). A bearing 4 is provided between the output shaft 26 and the drive device case 19.
5 are interposed.

Further, an output shaft 25 is fixed to the tip of the output shaft 26 so that the output shafts 25 and 26 rotate integrally. Transmission 1 between output shaft 25
The engine 8 is interposed so as to shift the speed of a running vehicle by the engine 11. This transmission 1
Reference numeral 8 denotes a planetary gear unit 16, a brake (first rotation restricting means) B, and a one-way clutch (second rotation restricting means) F.

The planetary gear unit 16 is of a single planetary type, and includes a ring gear R and a sun gear S, a pinion P interposed between the gears R and S, and a carrier rotatably supporting the pinion P. Consists of CR. That is, the output shaft 2 is
A ring gear R is fixed so as to rotate integrally with the sun gear 5, and a sun gear S is loosely fitted to the input shaft 24 so as to face the ring gear R and is rotatable. Further, a carrier CR is fixed to the input shaft 24, and the carrier CR rotatably supports the pinion P. The pinion P is meshed with the ring gear R and the sun gear S, and the pinion P revolves while rotating by the rotation of the carrier CR receiving the engine output. On the other hand, a one-way clutch (second rotation restricting means) F is interposed between the sun gear S and the carrier CR, and restricts the relative rotation of the sun gear S and the carrier CR only in one rotation direction. The driving force is transmitted from the input shaft 24 to the output shaft 25 in only one direction. Further, the tip side (left side in the figure) of the sun gear S is extended in the rotation radius direction, and a brake (first rotation restricting means, friction engagement) is provided near the extended portion of the sun gear S. Means) B is attached to the inner wall of the drive device case 19 and disposed.

As shown in FIG. 1, the brake B is connected to a hydraulic pump 61 via a solenoid valve 60, and the solenoid valve 60 is connected to a control circuit 62. The control circuit 62 has a shift control section 62a and a slope start control section (slope start control means) 62b, and a signal from a shift switch 63a is input to the shift control section 62a. I have. Here, the shift switch 63a is, for example, a shift lever,
It is mounted near the driver's seat and is appropriately operated by the driver. The shift position for the engine drive mode (first speed, second speed,... Reverse) and the shift position for the motor drive mode (forward and reverse). Reverse). The shift control unit 62a controls the shift switch 6
When 3a is in the shift position (first speed, second speed) for the former engine drive mode, the solenoid valve 60 is switched in response to a signal from the shift switch 63a to turn on / off the brake B. It has become. When the brake B is turned on, the planetary gear 16 becomes a predetermined limiting mechanism.

On the other hand, a rotation speed sensor (near stop area detecting means) 63b mounted near the output shaft 26 is connected to the hill start control unit 62b. The rotation speed of the output shaft 26 (that is, the speed of the vehicle) is detected based on the signal from 63b. The slope start control unit 62
b, a mode detection sensor 63c attached to the CPU or the like of the electric motor 12 is connected. The hill start control unit 62b determines whether or not the vehicle is in the motor drive mode based on a signal from the sensor 63c. Is detected. Further, the above-described shift switch 63a is also connected to the slope start control unit 62b, and detects whether or not the shift position for the motor drive mode is at the "forward" position. Then, the hill start control unit 62b determines whether or not the vehicle is about to start on a hill based on these signals, and in the case of hill start, switches the solenoid valve 60 to drive the brake B,
The planetary gear 16 is set to a predetermined gear (details will be described later). Further, the above-described one-way clutch F regulates the operation of the planetary gear 16 and
The rotation in the backward direction (that is, the drive wheels) is prohibited.

A counter drive gear 31 is fixed to the output shaft 26 at a position close to the input clutch C, as shown in FIG. Below this, the counter drive shaft 32 and the differential device 14 are provided.

The counter drive shaft 32 is disposed in parallel with the output shaft 26 and the input shaft 24.
A counter driven gear 33 meshed with the counter drive gear 31 is fixed to the counter drive shaft 32. Also, the counter drive shaft 32
, An output gear 34 is fixed, and the output gear 34 is meshed with an output large gear 35. Therefore, the rotation of the output shaft 26 is controlled by the counter drive gear 31, the counter driven gear 33, the counter drive shaft 32,
And an output gear 35 via an output gear 34. The number of teeth of the output gear 35 is set to be greater than the number of teeth of the output gear 34, and the output gear 35 and the output gear 34 constitute a final reduction gear. The rotation of the output gear 35 reduced by the final reduction gear is transmitted to the differential device 14, in which the torque from the output gear 35 is changed according to the load torque. It is transmitted to.

Next, the operation of the first embodiment will be described.

First, the operation of the hybrid vehicle when traveling in each of the engine drive mode, the motor drive mode, and the engine / motor drive mode will be described.
explain.

When the vehicle is driven in the engine drive mode, the engine 11 is started with the clutch C disengaged, and then the shift switch 63a is operated to set the transmission 18 to the first speed.
Connect. Then, the rotation of the engine 11 is transmitted to the carrier CR via the torque converter 15, the clutch C, and the input shaft 24.

By the way, as described above, the shift switch 6
When the user operates 3a, the signal is sent to the shift control unit 62a. Then, the shift control unit 62a outputs the signal (1
The brake B is turned off by switching the solenoid valve 60 based on the speed. Thus, brake B is OF
In the case of F, the sun gear S is in a freely rotatable state, whereas the ring gear R is connected to the drive wheels and is in a state where it is difficult to rotate. Now, when the carrier CR receiving the engine output rotates, the pinion P rotates by itself because it is meshed with the ring gear R, and rotates around the sun gear S based on the rotation of the carrier CR (hereinafter referred to as “revolution”). Do). Then, the sun gear S meshed with the pinion P tends to rotate at a speed higher than the rotation speed of the carrier CR (that is, the revolution speed of the pinion P) by the rotation of the pinion P. However, carrier C
A one-way clutch F is interposed between R and the sun gear S. The one-way clutch F
Of the carrier CR is prevented from rotating at a higher speed than the carrier CR. Therefore, the carrier CR
And the sun gear S are directly connected so that their rotational speeds are equal, the pinion P does not rotate, and the ring gear R is transmitted at the same speed as the carrier CR and the sun gear S by transmitting the engine output. . Therefore, the output shaft 25 on which the ring gear R is fixed rotates at the same speed as the input shaft 24. With the rotation of the output shaft 25, the counter drive gear 31 also rotates via the output shaft 26.
The power is transmitted to the output large gear 35 via the counter driven gear 33, the counter drive shaft 32, and the output gear 34. At this time, the rotation of the output shaft 26 is
, And is transmitted to the differential device 14 after being decelerated by a final reduction gear constituted by the output large gear 35. Then, as described above, the rotation is transmitted to the left and right drive shafts 20, 20, and the hybrid vehicle runs by driving only the engine 11.

Next, when the shift switch 63a is operated to the second speed, the shift control unit 62a switches the solenoid valve 60 to turn on the brake B and lock the sun gear S. On the other hand, when the carrier CR receives the engine output,
The pinion P revolves around the stationary sun gear S, and attempts to rotate based on meshing with the sun gear S. Further, the pinion P tries to rotate the ring gear R at a speed higher than the revolution speed by its own rotation and revolution. Also in this case, a relative speed difference occurs between the sun gear S and the carrier CR as in the case of the first speed, but the one-way clutch F does not operate because the rotation speed of the carrier CR is higher. Therefore, the rotation and revolution of the pinion P are not prevented, and the ring gear R rotates at a speed higher than that of the input shaft 24 due to the transmission of the driving force, thereby increasing the speed.

On the other hand, in a hybrid vehicle, in a motor drive mode in which the engine 11 is stopped and only the motor 12 is driven, a current flows through the stator coil 12b by the CPU. Therefore, the rotor 12c
Rotate, and the output shaft 26 to which the rotor 12c is fixed rotates. At this time, since the clutch C is OFF, the input shaft 24 is separated from the torque converter 15 and is rotatably supported. The rotation of the output shaft 26 is controlled by the counter drive gear 31 and the counter drive shaft 32 in the same manner as in the engine drive mode described above.
The hybrid vehicle is driven only by the motor 12 to drive the hybrid vehicle.

In the engine / motor drive mode in which both the engine 11 and the motor 12 are driven, the output shaft 2
6 is directly driven by the motor 12 and also driven by the engine output. Therefore, the motor 12
Even if a motor controller (not shown) fails, the hybrid vehicle can be driven by the engine 11.

Next, the operation of the slope start control unit 62b will be described with reference to FIG.

The slope start control unit 62b first determines whether or not the shift position is at the "forward" position based on a signal from the shift switch 63a (S1), and then determines whether a signal from the mode detection sensor 63c is present. It is determined whether or not the current mode is the motor drive mode based on (S3). Then, based on a signal from the rotation speed sensor 63b, it is determined whether or not the vehicle speed is equal to or lower than a set value (for example, 10 km / h) (S4). Then, when these three conditions are satisfied, the slope start control unit 62b drives the solenoid valve 60 to engage the brake B. The above 3
If any one of the two conditions is not satisfied, the slope start control unit 62b drives the solenoid valve 60 to put the brake B into the disengaged state.

Such an operation is performed as long as the above conditions are satisfied even during normal running. However, even when the hybrid vehicle that is stopped on a slope is set to the motor drive mode and is started on the slope, the motor 12 is not driven. Since the output shaft 26 is at or below the predetermined rotation speed (stationary state) and the shift position is the “forward” position, the brake B is operated and the sun gear S is locked. Next, the operation at the time of starting on a slope will be described.

Now, when the driver intends to start on a slope, the driver sets the shift position to the "forward" position, releases the brake pedal and depresses the accelerator pedal. Then, a current is supplied to the electric motor 12 to generate a torque, and a direction in which the vehicle moves forward (hereinafter, referred to as a “forward direction”).
To rotate the output shaft 26. On the other hand, the vehicle from which the brake pedal has been released tries to retreat on the slope, and the force accompanying it tends to reversely rotate the output shaft 26 in the negative direction. By the way, since the torque of the motor 12 immediately after the supply of the current is not large enough to advance the vehicle as described in the related art, the torque of the motor 12 and the force accompanying the retreat of the vehicle cannot be balanced, and the output The shaft 26 tends to rotate in the reverse direction. The force in the opposite direction is transmitted to the ring gear R fixed to the output shaft 25, and tries to rotate the pinion P and rotate the sun gear S. However, this sun gear S
As described above, the slope start control unit 62b
Is locked because is turned ON. Therefore, the pinion P attempts to revolve around the sun gear S while rotating, but the revolution of the pinion P is restricted by the operation of the one-way clutch F interposed between the carrier CR and the sun gear S. . Since the brake B and the one-way clutch F operate to bring the carrier CR and the sun gear S into a stationary state, the pinion P cannot rotate or revolve, and the rotation of the ring gear R is also restricted. Therefore, the output shaft 26 does not rotate in the reverse direction regardless of the force from the wheels, and the vehicle does not retreat on the slope. When the torque of the motor 12 increases and becomes larger than the force from the wheels, the output shaft 26 tries to rotate in the forward direction. In this case, the one-way clutch F
Does not work (Brake B works), so carrier CR
Can rotate, and do not hinder the rotation of the output shaft 26. Note that, with the rotation of the carrier CR, the carrier C
The input shaft 24 with the fixed R also rotates, but can freely rotate in the motor drive mode because the clutch C (see FIG. 2) is disconnected as described above, and does not hinder the rotation of the output shaft 26.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, since this backward prevention is to turn on the brake B and does not use the electric braking force of the electric motor 12, current is not supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 18 that is conventionally provided, the structure is not complicated or expensive.

Next, a second embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 3 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 51 in this embodiment
Is constituted by a planetary gear unit 16, a brake B, a one-way clutch (second rotation restricting means) F, and a second clutch (first rotation restricting means) C2.

The planetary gear unit 16 is of a single planetary type, and includes a ring gear R and a sun gear S, a pinion P interposed between these gears R and S, and a carrier that rotatably supports the pinion P. It consists of CR. That is, the input shaft 2 is
A ring gear R is fixed so as to rotate integrally with the input shaft 4 and the input shaft 2 is opposed to the ring gear R.
4, a sun gear S is loosely fitted and is rotatable.
A carrier CR is fixed to the output shaft 25,
The carrier CR rotatably supports the pinion P. On the other hand, the rotation of the sun gear S is selectively restricted by the brake B in the same manner as in the above-described embodiment, but a one-way clutch (second rotation restriction) is provided between the sun gear S and the drive device case 19. Means) Since the F is interposed, the one-way clutch F is operated even when the brake B is OFF and the sun gear S can freely rotate, so that the rotation direction of the sun gear S is regulated in one direction. Has become. A second clutch (first rotation restricting means) C2 is interposed between the sun gear S and the carrier CR, and is selectively driven. When the second gear C2 is ON, the second clutch C2 is connected to the sun gear S and the carrier CR. They are directly connected so that there is no relative rotational speed difference between them. In the present embodiment, the shift control and the hill start control by the control circuit 62 are performed on the second clutch C2. The brake B is turned on when it is desired to apply the engine brake.

Next, the operation of the second embodiment will be described.

First, the operation when traveling in the engine drive mode will be described.

When the vehicle is running in the engine drive mode, the output of the engine is transmitted to the input shaft 24,
The rotation of the input shaft 24 is shifted by the transmission 51. That is, when the second clutch C2 is disengaged and the brake B does not operate, the sun gear S is freely rotatable with respect to the drive device case 19 and the carrier CR. Therefore, when the ring gear R rotates, the pinion P meshed with the ring gear R also rotates, and the pinion P tries to rotate the sun gear S in a direction opposite to the rotation direction of the ring gear R. However, the rotation in the opposite direction is prevented by the operation of the one-way clutch F. As a result, the pinion P rotates while the sun gear S rotates.
Will revolve around. And this pinion P
Revolves at a speed lower than the rotation speed of the ring gear R. Here, the speed at which the pinion P revolves is equal to the rotation speed of the carrier CR and the output shafts 25 and 26, and the rotation speed of the ring gear R is equal to the rotation speed of the input shaft 24, so that the second clutch C2 is disengaged. When the brake B is not operated at the same time, the planetary gear unit 16 is decelerated. In this state, even if the output of the engine is reduced to apply the engine brake, the speed at which the one-way clutch F is disengaged and the sun gear S rotates only to rotate the pinion P (that is, the rotation speed of the carrier CR, or The rotation speeds of the output shafts 25 and 26) do not decrease, so that the engine brake does not work. On the other hand, when it is desired to operate the engine brake, the brake B is operated. As a result, the sun gear S is locked in any rotational direction. Therefore, when the output of the engine is reduced, the rotational speed of the carrier CR is reduced, and the engine brake is effective.

On the other hand, in the case of the second speed, the second clutch C2 is connected. Then, the carrier CR and the sun gear S are directly connected by the second clutch C2,
Their rotation speeds are equal. As a result, the pinion P
Does not rotate, the carrier CR, the ring gear R, and the sun gear S rotate at the same speed.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

When the hill starts in the motor drive mode, the hill start control unit 62b operates in the same manner as in the above-described embodiment.
Drives the solenoid valve 60. As a result, the second clutch C2 is turned on instead of the brake B, and the carrier CR and the sun gear S are directly connected. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 26 in the negative direction, but the force is transmitted to the output shaft 25 to rotate the carrier CR in that direction. try to. However, the carrier CR is directly connected to the sun gear S as described above, and the one-way clutch F is interposed between the sun gear S and the drive device case 19, so that the reverse rotation of the carrier CR is restricted. You. Therefore, the output shaft 26 does not rotate in the negative direction, and the backward movement of the vehicle is prevented. Since the one-way clutch F does not operate when the output shaft 26 rotates in the forward direction, when the torque of the electric motor 12 exceeds a predetermined value, the output shaft 26 rotates in this direction, and the vehicle You have to go up the slope.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, to prevent the reverse movement, the second clutch C2 is turned on.
Since the electric braking force of the electric motor 12 is not utilized, no electric current is supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 51 that is conventionally provided, the structure is not complicated or expensive.

Next, a third embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 4 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 52 in this embodiment
Is constituted by a planetary gear unit 16, a brake B, a one-way clutch (second rotation restricting means) F, and a second clutch (first rotation restricting means) C2.

The planetary gear unit 16 is of a single planetary type, and includes a ring gear R and a sun gear S, a pinion P interposed between these gears R and S, and a carrier that rotatably supports the pinion P. Consists of CR. That is, the sun gear S is fixed to the input shaft 24, and the input shaft 24 and the sun gear S rotate integrally. Further, the ring gear R is disposed to surround the sun gear S so as to face the sun gear S and to be rotatable. Further, a carrier CR is fixed to the output shaft 25, and the carrier CR rotatably supports the pinion P. The pinion P is meshed with the ring gear R and the sun gear S. By the way, the brake B
The brake B is attached to a ring gear R.
And selectively restricts the rotation of the ring gear R. Further, since the one-way clutch (second rotation restricting means) F is interposed between the ring gear R and the drive device case 19, the brake B is off and the ring gear R can freely rotate. However, the ring gear R is allowed to rotate in only one direction. Further, a second clutch (first rotation restricting means) C2 is interposed between the ring gear R and the carrier CR, and is selectively driven.
And the carrier CR are directly connected to each other so that there is no relative rotational speed difference between them. In the present embodiment, the shift control and the hill start control by the control circuit 62 are performed on the second clutch C2. The brake B is turned on when it is desired to apply the engine brake.

Next, the operation in the engine drive mode will be described.

Now, if the transmission 52 is set to the first speed by operating the shift switch 63a, the second clutch C
2 is cut off. Then, the carrier CR becomes the ring gear R
Is rotatable with respect to. Therefore, when the sun gear S to which the output of the engine is transmitted via the input shaft 24 rotates, the pinion P meshed with the sun gear S also rotates, and the pinion P moves the ring gear R in the rotational direction of the sun gear S. And try to rotate in the opposite direction. However, the rotation in the reverse direction is prevented by operating the one-way clutch F (the brake B is turned off). As a result, the pinion P revolves along the ring gear R while rotating. The speed at which the pinion P revolves is lower than the rotation speed of the sun gear S. Here, the speed at which the pinion P revolves is equal to the rotation speed of the carrier CR and the output shaft 25, and the rotation speed of the sun gear S is equal to the rotation speed of the input shaft 24, so that the deceleration is performed. In this state, even if the engine output is reduced to apply the engine brake, the one-way clutch F is disengaged and the ring gear R rotates, and the speed at which the pinion P revolves (that is, the carrier CR).
Of the output shaft 25 or the rotation speed of the output shaft 25), and thus the engine brake does not work. On the other hand, when it is desired to operate the engine brake, the brake B is operated. As a result, the ring gear R is locked in any rotational direction, so that when the engine output is reduced, the rotational speed of the carrier CR is reduced,
The engine brake will work.

On the other hand, when the transmission 52 is set to the second speed, the second clutch C2 is connected. Then, by the connection of the second clutch C2, the carrier CR and the ring gear R are directly connected, and their rotation speeds become equal. As a result, the pinion P does not rotate and the carrier CR,
The ring gear R and the sun gear S rotate at the same speed.
As a result, the output shaft 25 rotates at the same speed as the input shaft 24.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

When the hill starts in the motor drive mode, the hill start control unit 62b operates in the same manner as in the above embodiment.
Drives the solenoid valve 60. Thereby, the second
The clutch C2 is turned on, and the ring gear R and the carrier C
R is directly connected. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 26 in the negative direction, but the force is transmitted to the output shaft 25 to rotate the carrier CR in that direction. try to. However, as described above, the carrier CR is directly connected to the ring gear R, and the one-way clutch F is interposed between the ring gear R and the drive device case 19, so that the reverse rotation of the carrier CR is prevented. Be regulated. Therefore, the output shaft 26 does not rotate in the negative direction, and the backward movement of the vehicle is prevented. The one-way clutch F does not operate when the output shaft 26 rotates in the forward direction.
When the torque of the electric motor 12 exceeds a predetermined value, the output shaft 26 rotates in this direction, and the vehicle moves forward on a slope.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, to prevent the reverse movement, the second clutch C2 is turned on.
Since the electric braking force of the electric motor 12 is not utilized, no electric current is supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 52 conventionally provided, the structure does not become complicated or expensive.

Further, a fourth embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 5 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 53 in this embodiment
Comprises a planetary gear unit 16, a brake (first rotation restricting means) B, a one-way clutch (second rotation restricting means) F, and a second clutch C2.

The planetary gear unit 16 is of a single planetary type, and includes a ring gear R and a sun gear S, a pinion P interposed between these gears R and S, and a carrier rotatably supporting the pinion P. Consists of CR. That is, the sun gear S is fixed to the output shaft 25, and the output shaft 25 and the sun gear S rotate integrally. The ring gear R is rotatably disposed so as to surround the sun gear S. The ring gear R is connected to the drive device case 19.
The brake is selectively rotated by a brake B attached to the inner wall. Further, a carrier CR is fixed to the input shaft 24, and the carrier CR is configured to rotate by receiving an engine output. Further, this carrier CR rotatably supports the pinion P,
The pinion P is meshed with the ring gear R and the sun gear S. By the way, a second clutch C2 is interposed between the ring gear R and the carrier CR, and the ring gear R and the carrier CR are directly connected by driving the second clutch C2. In addition, a one-way clutch F is interposed between them in parallel with the second clutch C2. Even when the second clutch C2 is OFF, the mutual rotation direction of the ring gear R and the carrier CR is limited to one direction. It is stipulated. In the present embodiment, the shift control and the slope start control by the control circuit 62 are performed on the brake B.

Next, the operation in the engine drive mode will be described.

When the shift switch 63a is operated to set the transmission 53 to the first speed, the brake B
It becomes FF. Then, the ring gear R becomes the drive device case 1
9 is rotatable. On the other hand, since the sun gear S is connected to the drive wheels via the output shaft 25 and the like, the sun gear S is hard to rotate. Therefore, when the carrier CR receiving the engine output attempts to rotate, the pinion P supported by the carrier CR attempts to rotate and rotates the ring gear R at a high speed.
Operates to bring the ring gear R and the carrier CR into a directly connected state. Therefore, the pinion P does not rotate and the sun gear S
Rotates integrally with the carrier CR and the like. as a result,
In this case, neither speed increase nor deceleration is performed, and the rotation speeds of the output shaft 25 and the input shaft 24 become equal. When it is desired to operate the engine brake, the second clutch C2 is operated to bring the ring gear R and the carrier CR into a directly connected state.

Next, when the transmission 53 is set to the second speed, the brake B is turned on (however, the second clutch C2
Is OFF), and the ring gear R is locked.
As described above, a relative rotational speed difference is generated between the stationary ring gear R and the carrier CR that rotates by receiving the engine output, but the one-way clutch F does not operate in such a rotational direction. Therefore, carrier C
R will rotate freely. Then, with the rotation of the carrier CR, the pinion P meshing with the ring gear R rotates in the direction in which the sun gear S is sent out. As a result, the sun gear S is driven to rotate at a speed higher than the rotation speed of the carrier CR, and the transmission 53
In this case, the speed increase is performed.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a slope in the motor drive mode, the slope start control unit 62b
Drives the solenoid valve 60. As a result, the brake B is turned on, and the ring gear R is locked. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 26 in the negative direction. The force is further transmitted to the output shaft 25 to cause the sun gear S to rotate. Try to rotate in the direction. Here, the reverse rotation of the sun gear S is established only when the pinion P rotates and the carrier CR rotates in the same direction as the sun gear S when the ring gear R is fixed,
Since the one-way clutch F operates to prevent rotation of the carrier CR, the sun gear S does not rotate reversely after all. Therefore, the output shaft 26 does not rotate in the negative direction, and the backward movement of the vehicle is prevented. Since the one-way clutch F does not operate when the output shaft 26 rotates in the forward direction, when the torque of the electric motor 12 exceeds a predetermined value, the output shaft 26 rotates in this direction, and the vehicle You have to go up the slope.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, this backward prevention is to turn on the brake B and does not use the electric braking force of the electric motor 12, so that the electric motor 12
Is not supplied with current. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 53 provided conventionally, the structure does not become complicated or expensive.

Next, a fifth embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 6 are denoted by the same reference numerals, and description thereof will be omitted.

In the present embodiment, the output shaft 26 of the electric motor 12 and the input shaft 24 from the engine are connected to each other so as to rotate integrally. In the engine drive mode, the current supply to the motor 12 is stopped, the clutch C (not shown in FIG. 7) is connected, and the input shaft 24 and the output shaft 26 are driven to rotate by the engine output. It has become. In the motor drive mode, the clutch C is disengaged, and the input shaft 24 can rotate independently of the engine.
The input shaft 24 and the output shaft 26 are driven to rotate by the torque 2. Further, the input shaft 24 includes
The output shaft 25 is freely rotatably fitted via bearings 68 and 69, and the output shaft 25 is supported by the drive device case 19 via the bearing 65. The output shaft 26 is rotatably supported by a drive device case (vehicle body) 19 via a bearing 66.

The transmission 54 of this embodiment is substantially the same as that of the first embodiment shown in FIG. 1, except that the ring gear R rotates in both the engine drive mode and the motor drive mode to change the speed. Is different. Further, between the carrier CR and the sun gear S, a second clutch C2 is connected in parallel with the one-way clutch F.
In that the second clutch C2 is turned on so that the engine brake can be applied appropriately.

Hereinafter, the configuration of the transmission 54 in this embodiment will be briefly described. A ring gear R is fixed to the output shaft 25, and a sun gear S loosely fitted to the output shaft 25 faces the ring gear R. Further, a carrier CR is fixed to the input shaft 24. On the other hand, a one-way clutch (second rotation restricting means) F and a second clutch C2 are interposed between the sun gear S and the carrier CR. Further, the rotation of the sun gear S is appropriately regulated by a brake (first rotation regulating means) B.

In this embodiment, the control circuit 62
Is controlled by driving the brake B. The rotation speed sensor (near stop area detecting means) 63b is connected to the output shaft 25.
, And detects the rotational speed of the output shaft 25.

Next, the operation when the hybrid vehicle is running will be briefly described.

Now, when the shift switch 63a is operated to set the transmission 54 to the first speed, the brake B
It becomes FF. In this state, the sun gear S is freely rotatable, whereas the ring gear R is connected to the drive wheels and is in a state where it is difficult to rotate. Now, when the carrier CR receiving the engine output rotates, the pinion P rotates by itself because it is meshed with the ring gear R, and rotates around the sun gear S based on the rotation of the carrier CR (hereinafter referred to as “revolution”). Do). The sun gear S meshed with the pinion P rotates the carrier CR by the rotation of the pinion P (that is, the pinion P).
Rotation speed). However, a one-way clutch F is interposed between the carrier CR and the sun gear S.
Operates to prevent the sun gear S from trying to rotate at a higher speed than the carrier CR. Therefore, the carrier CR and the sun gear S are directly connected so that their rotational speeds become equal, the pinion P does not rotate, and the engine output is transmitted to the ring gear R, so that the carrier CR and the sun gear S have the same speed as the carrier CR and the sun gear S. Rotated. Therefore, the output shaft 25 on which the ring gear R is fixed rotates at the same speed as the input shaft 24. If you want to operate the engine brake, operate the second clutch C2,
The ring gear R and the carrier CR are directly connected.

Next, when shifting to the second speed, the brake B is turned on.
(However, the second clutch C2 is OFF), and the sun gear S is locked. Now, when the carrier CR tries to rotate by receiving an output from the engine or the like, a relative rotational speed difference occurs between the carrier CR and the stationary sun gear S, but the one-way clutch F does not operate in such a rotational direction. Therefore, the carrier CR rotates freely. Then, with the rotation of the carrier CR, the pinion P meshing with the sun gear S rotates in the direction in which the ring gear R is sent out. As a result, the ring gear R is driven to rotate at a speed higher than the rotation speed of the carrier CR, and the speed of the transmission 54 is increased.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a slope in the motor drive mode, the slope start control unit 62b
Drives the solenoid valve 60. As a result, the brake B is turned on, and the sun gear S is locked. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 25 in the negative direction. The force also tries to rotate the ring gear R further in that direction. . Here, the reverse rotation of the ring gear R is
In the state where the sun gear S is fixed, the rotation is established only when the pinion P rotates and the carrier CR rotates in the same direction as the ring gear R, but such rotation is prevented by the operation of the one-way clutch F. Therefore, the output shaft 25 does not rotate in the negative direction, and the backward movement of the vehicle is prevented.
When the output of the electric motor 12 exceeds a predetermined value, the output is output to the output shaft 26 and the transmission 54.
To the output shaft 25, the output shaft 25 rotates in the forward direction, and the vehicle moves forward.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, this backward prevention is to turn on the brake B and does not use the electric braking force of the electric motor 12, so that the electric motor 12
Is not supplied with current. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward movement prevention in the present embodiment utilizes the transmission 54 conventionally provided, the structure does not become complicated or expensive.

Next, a sixth embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 7 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 55 in this embodiment
As in the above-described embodiment, the transmission can be shifted in both the engine drive mode and the motor drive mode. The structure of the transmission 55 is the same as that of the second embodiment shown in FIG. It is almost the same as

Next, a description will be given of the operation when shifting during running.

When the transmission 55 is set to the first speed by operating the shift switch 63a, the second clutch (first rotation restricting means) C2 is turned off. By the way, the output of the engine or the like is transmitted to the pinion P via the ring gear R, and acts to rotate the pinion P and rotate the carrier CR. On the other hand, when the pinion P rotates, the sun gear S engaged with the pinion P tends to rotate in the reverse direction, but the rotation is prevented by the operation of the one-way clutch (second rotation restricting means) F or the brake B. Is done. Therefore, the pinion P revolves while rotating around the sun gear S in the locked state. The rotation speed of the carrier CR is the pinion P
Becomes smaller than the rotational speed of the ring gear R by an amount corresponding to the rotation of the ring gear R, and the reduced engine output is transmitted to the output shaft 25. When it is desired to operate the engine brake, the brake B is operated to lock the sun gear S.

Next, when the transmission 55 is set to the second speed, the second clutch C2 is turned on. In this state,
Since the relative rotation between the carrier CR and the sun gear S is prevented, the pinion P does not rotate. Therefore, when the ring gear R rotates by the output from the engine or the like, the carrier CR and the sun gear S rotate integrally, and the rotation speeds of the output shaft 25 and the input shaft 24 (or the output shaft 26) become equal.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a sloping road in the motor drive mode, the sloping start control unit 62b is operated in the same manner as in the above embodiment.
Drives the solenoid valve 60. Thereby, the second
The clutch C2 is turned on, the carrier CR and the sun gear S
Is in a directly connected state. By the way, when the vehicle starts on a hill, the vehicle tries to retreat on the hill, and the resulting force is applied to the output shaft 2.
5 tries to reversely rotate in the negative direction, but the force tends to further rotate the carrier CR in that direction. Further, the sun gear S directly connected to the carrier CR attempts to rotate in this direction, but since the rotation of the sun gear S in this direction is regulated by the one-way clutch F, the output shaft 25 eventually rotates in the negative direction. Without this, backward movement of the vehicle is prevented. When the output of the electric motor 12 exceeds a predetermined value, the output is transmitted to the output shaft 25 via the output shaft 26 and the transmission 55, the output shaft 25 rotates in the forward direction, and the vehicle moves forward. Will be done.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, to prevent the reverse movement, the second clutch C2 is turned on.
Since the electric braking force of the electric motor 12 is not utilized, no electric current is supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 55 that has been conventionally provided, the structure does not become complicated or expensive.

Next, a seventh embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 8 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 56 in this embodiment
As in the above-described embodiment, the transmission can be shifted in both the engine drive mode and the motor drive mode. The structure of the transmission 56 is the same as that of the third embodiment shown in FIG. It is almost the same as

Next, a description will be given of the operation when shifting during running.

When the transmission 56 is set to the first speed by operating the shift switch 63a, the second clutch (first rotation restricting means) C2 is turned off. By the way, the output of the engine or the like is transmitted to the pinion P via the sun gear S to cause the pinion P to rotate, and the carrier C
Works to rotate R. On the other hand, when the pinion P rotates, the ring gear R meshed with the pinion P tries to rotate in the reverse direction, but the rotation is prevented by the operation of the one-way clutch (second rotation restricting means) F or the brake B. Is done. Therefore, the pinion P revolves around the locked ring gear R while rotating. The rotation speed of the carrier CR is the pinion P
Becomes slower than the rotation speed of the sun gear S by an amount corresponding to the rotation of the sun gear S, and the reduced engine output is transmitted to the output shaft 25. When it is desired to operate the engine brake, the brake B is operated to lock the ring gear R.

Next, when the transmission 56 is set to the second speed, the second clutch C2 is turned on. In this state,
Since the relative rotation between the carrier CR and the ring gear R is prevented, the pinion P does not rotate. Therefore, when the sun gear S rotates by the output from the engine or the like, the carrier CR and the ring gear R rotate integrally, and the output shaft 25
And the rotation speed of the input shaft 24 (or the output shaft 26) becomes equal.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a sloping road in the motor drive mode, the sloping start control unit 62b is operated in the same manner as in the above embodiment.
Drives the solenoid valve 60. Thereby, the second
The clutch C2 is turned on, and the carrier CR and the ring gear R are directly connected. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 25 in the negative direction, but the force further tries to rotate the carrier CR in that direction. Further, the ring gear R directly connected to the carrier CR tries to rotate in this direction, but the rotation of the ring gear R in this direction is regulated by the one-way clutch F.
Eventually, the output shaft 25 does not rotate in the negative direction, and the vehicle is prevented from moving backward. When the output of the electric motor 12 exceeds a predetermined value, the output is transmitted to the output shaft 25 via the output shaft 26 and the transmission 56, and the output shaft 2
5 rotates in the forward direction, and the vehicle moves forward.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation involving skill, such as excessive depression of the accelerator pedal, for preventing backward movement. On the other hand, to prevent the reverse movement, the second clutch C2 is turned on.
Since the electric braking force of the electric motor 12 is not utilized, no electric current is supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward prevention in the present embodiment utilizes the transmission 56 that has been conventionally provided, the structure does not become complicated or expensive.

Next, an eighth embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 9 are denoted by the same reference numerals, and description thereof will be omitted.

Transmission 57 in this embodiment
As in the above-described embodiment, the transmission can be shifted in both the engine drive mode and the motor drive mode. The structure of the transmission 57 is the same as that of the fourth embodiment shown in FIG. It is almost the same as

Next, a description will be given of the operation when shifting during running.

When the transmission 57 is operated to the first speed by operating the shift switch 63a, the brake B (first
Is turned off. By the way, since the sun gear S with which the pinion P is meshed is hardly rotated by being connected to the driving wheels, when the carrier CR rotates by receiving the output of the engine or the like, the pinion P tends to rotate. However, the direction of the rotation is a direction in which the ring gear R is rotated at a speed higher than that of the carrier CR, and such rotation is prevented by the one-way clutch (second rotation restricting means) F, and as a result, The rotation of the pinion P is prevented. Therefore, the ring gear R, the carrier CR, and the sun gear S rotate integrally, and the output shaft 25
Rotates at the same speed as the input shaft 24. When it is desired to operate the engine brake, the second clutch C2 is operated to bring the ring gear R and the carrier CR into a directly connected state.

Next, when the transmission 57 is set to the second speed, the brake B is turned on. In this state, the ring gear R is locked, and when the carrier CR rotates upon receiving an output from an engine or the like, the pinion P rotates in the direction in which the sun gear S is sent out. Therefore, sun gear S
Is rotated at a higher speed than the carrier CR by the rotation and revolution of the pinion P, and the speed is increased.

Next, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a slope in the motor drive mode, the slope start control unit 62b
Drives the solenoid valve 60. As a result, the brake B is turned on, and the ring gear R is locked. By the way, when the vehicle starts on a slope, the vehicle tries to retreat on the slope, and the force accompanying it tries to reversely rotate the output shaft 25 in the negative direction, and the force further tries to rotate the sun gear S in that direction. Here, the reverse rotation of the sun gear S is
In the state where the ring gear R is fixed, the condition is established only when the pinion P rotates and the carrier CR rotates in the same direction as the sun gear S. However, the rotation of the carrier CR is prevented by operating the one-way clutch F. After all, the sun gear S does not rotate backward. Therefore, the output shaft 25 does not rotate in the negative direction, and the backward movement of the vehicle is prevented. Since the one-way clutch F does not operate when the output shaft 25 rotates in the forward direction, when the torque of the electric motor 12 exceeds a predetermined value, the output shaft 25 rotates in this direction, and the vehicle You have to go up the slope.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need for an operation requiring skill, such as excessive depression of the accelerator pedal to prevent retreat. On the other hand, this backward prevention is to turn on the brake B and does not use the electric braking force of the electric motor 12, so that the electric motor 1
No current is supplied to 2. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward movement prevention in the present embodiment utilizes the transmission 57 which is conventionally provided, the structure is not complicated or expensive.

Next, a ninth embodiment of the present invention will be described with reference to FIG. The same parts as those shown in FIGS. 1 to 10 are denoted by the same reference numerals, and description thereof will be omitted.

In this embodiment, the transmission 58 is disposed between an engine (not shown in FIG. 11) and the electric motor 12, and performs gear shifting only in the engine drive mode. The output shaft 25 of the transmission 58 is connected to drive wheels (not shown) via the output shaft 26 of the motor 12, and transmits engine output to the drive wheels.

The transmission 58 has two planetary gear units 16F and 16R (hereinafter, referred to as a "front planetary gear unit 16F" and a "rear planetary gear unit 16R"), respectively, and is a so-called Simpson type. Forming a gear train of
The gears are configured to be able to change gears (first speed, second speed, third speed). Then, the front planetary gear unit 16
F is a ring gear R1 and a sun gear S1, and these gears R
1, a pinion P1 interposed between S1 and a carrier CR1 rotatably supporting the pinion P1. Similarly, the rear planetary gear unit 16R also includes a ring gear R2, a sun gear S2, a pinion P2, and a carrier CR2. In these planetary gear units 16F and 16R, the sun gears S1 and S2 rotate integrally, and the carrier CR1 and the ring gear R2 also rotate integrally with the output shaft 25. I have. On the other hand, the input shaft 24
A first clutch C1 is interposed between the first gear C1 and the ring gear R1, and the first clutch C1 selectively transmits an engine output to the ring gear R1. The input shaft 24 is also connected to sun gears S1 and S2 via a second clutch C2, and the second clutch C2 selectively transmits engine output to the sun gears S1 and S2. Further, a brake (first rotation restricting means) B1 and a brake B2 are arranged in parallel between the sun gears S1, S2 and the drive device case 19,
A one-way clutch F1 is attached to the brake B2 in series. The sun gears S1 and S2 are appropriately fixed by the brake B1, or the rotation in only one direction is restricted by the brake B2 and the one-way clutch F1. A brake B3 and a one-way clutch (second rotation restricting means) F2 are arranged in parallel between the carrier CR2 and the drive device case 19 to select rotation of the carrier CR2 in both directions or only one direction. Regulations are being implemented. The brakes B1, B2, B3 and the clutches C1, C
2 are connected to a hydraulic pump 61 via a solenoid valve 60, and are configured to be appropriately driven by a control circuit 62.

Next, the operation at the time of shifting in the engine drive mode will be described.

Now, by operating the shift switch 63a, 1
When the speed is increased, the first clutch C1 and the brake B3 are turned on.
become. When the first clutch C1 is turned on, the engine output is transmitted to rotate the ring gear R1, and when the brake B3 is turned on, the rotation of the carrier CR2 is restricted, so that the pinion P2 can only rotate. By the way, as described above, when the ring gear R1 receives the engine output and rotates, the pinion P1 rotates accordingly. The sun gear S1 also rotates by the rotation of the pinion P1, and the sun gear S2 integral with the sun gear S1 also rotates.
Further, the rotation of the sun gear S2 is transmitted to the pinion P2 whose rotation is restricted, and the pinion P2 performs only rotation. Then, the rotation of the pinion P2 is further transmitted to the ring gear R2, and the ring gear R2, that is, the output shaft 25 rotates.

Next, by operating the shift switch 63a, 2
When the speed is increased, the first clutch C1 and the brake B2 are turned on.
become. When the brake B2 is turned on, the one-way clutch F1 is actuated, so that the sun gears S1 and S2 can rotate in only one direction. Now, when the engine output is transmitted to the ring gear R1, the output is transmitted to the sun gear S1 via the pinion P1 and tries to rotate the sun gear S1. However, since the rotation of the sun gear S1 is prevented by the one-way clutch F1, the pinion P1 eventually revolves around the sun gear S1 while rotating. Then, the engine output is transmitted to the output shaft 25 via the carrier CR1 supporting the pinion P1, and the output shaft 25 is driven. In this state, when the engine output is reduced, the one-way clutch F1 does not operate and the sun gear S1 rotates in the reverse direction, so that the engine brake does not work. However, when the brake B1 is turned on instead of the brake B2. Then, the engine brake is also effective.

Further, when the shift switch 63a is operated to shift to the third speed, the first clutch C1 and the second clutch C2
Turns ON. As a result, the ring gear R1 and the sun gears S1 and S2 try to rotate at the same speed, and eventually the carrier CR1 and the ring gear R2 also rotate at the same speed, and the pinions P1 and P2 do not rotate. As a result, the rotation of the input shaft 24 is transmitted to the output shaft 25 at the same speed.

Now, the operation when the vehicle starts on a slope in the motor drive mode will be described.

Now, when starting on a sloping road in the motor drive mode, the sloping start control unit 62 is used in the same manner as in the above-described embodiments.
b drives the solenoid valve 60. As a result, the brake B1 is turned on, and the sun gears S1 and S2 are locked. By the way, when the vehicle starts on a hill, the vehicle tries to retreat on the hill, and the resulting force tries to reversely rotate the output shaft 26 in the negative direction. The force is transmitted to the output shaft 25. Then, the carrier CR directly connected to the output shaft 25
1 in the same direction, and the carrier CR2 in the same direction via a ring gear R2 directly connected to the output shaft 25. However, the rotation of the carrier CR2 in this direction is prevented by the operation of the one-way clutch F2, so that the pinion P2 supported by the carrier CR2 does not revolve. Also, as described above, the sun gear S2
Is locked, the pinion P2 does not rotate, and thus the rotation of the ring gear R2 is prevented. As a result, the output shaft 26 does not rotate in the negative direction, and the vehicle is prevented from moving backward. Since the one-way clutch F does not operate when the output shaft 26 rotates in the forward direction, when the torque of the electric motor 12 exceeds a predetermined value, the output shaft 2
6 rotates in this direction, and the vehicle moves forward on the slope.

Thus, even when the vehicle starts on a slope in the motor drive mode, it is possible to prevent the hybrid vehicle from moving backward. Therefore, there is no need to perform an operation that requires skill, such as excessive depression of the accelerator pedal, in order to prevent retreat. On the other hand, this backward prevention is to turn on the brake B1 and does not use the electric braking force of the electric motor 12, so that no current is supplied to the electric motor 12 when the vehicle is stopped. Therefore, no load is imposed on the electric motor 12 and the like. Further, since the backward movement prevention in the present embodiment utilizes the transmission 58 that is conventionally provided, the structure is not complicated or expensive.

FIG. 12 shows an application example of FIG. In this application example, the input shaft 24 for transmitting the engine output and the output shaft 26 of the motor 12 are directly connected to each other and input to the transmission 58. In both the engine drive mode and the motor drive mode, the transmission 58 Is configured to be possible. According to this application example, the operation at the time of shifting and the operation at the time of starting on a sloping road are the same as those described above, but shifting is possible even in the motor driving mode, and hill starting control is also possible in the engine driving mode. This has the effect.

Although the above-described embodiments have been described with reference to a hybrid vehicle, the present invention is not limited to this, and may be applied to an electric vehicle using only an electric motor and not having an internal combustion engine.

[0117]

As described above, according to the present invention,
The vehicle can be prevented from moving backward even when trying to start on a slope in the motor running mode. Therefore,
There is no need for an operation involving skill, such as depressing the accelerator pedal excessively to prevent retreat. On the other hand,
Instead of using the electric braking force of an electric motor,
Since it is performed mechanically by the first and second rotation restricting means, it is reliable and rich in safety. Further, when the vehicle is stopped, no current is supplied to the electric motor, so that no load is imposed on the electric motor and the like.

[Brief description of the drawings]

FIG. 1 is a diagram showing a main part of a drive transmission device according to a first embodiment of the present invention.

FIG. 2 is a sectional view showing the structure of the drive transmission device according to the first embodiment of the present invention.

FIG. 3 is a flowchart for explaining the operation of a slope start control unit.

FIG. 4 is a diagram showing a main part of a drive transmission device according to a second embodiment of the present invention.

FIG. 5 is a diagram showing a main part of a drive transmission device according to a third embodiment of the present invention.

FIG. 6 is a diagram showing a main part of a drive transmission device according to a fourth embodiment of the present invention.

FIG. 7 is a diagram showing a main part of a drive transmission device according to a fifth embodiment of the present invention.

FIG. 8 is a diagram showing a main part of a drive transmission device according to a sixth embodiment of the present invention.

FIG. 9 is a diagram showing a main part of a drive transmission device according to a seventh embodiment of the present invention.

FIG. 10 is a diagram showing a main part of a drive transmission device according to an eighth embodiment of the present invention.

FIG. 11 is a diagram showing a main part of a drive transmission device according to a ninth embodiment of the present invention.

FIG. 12 is a diagram showing a main part of a drive transmission device according to an application example of the ninth embodiment.

[Explanation of symbols]

Reference Signs List 11 internal combustion engine (engine) 12 electric motor 16, 16F, 16R planetary gear 18 transmission 19 body (drive unit case) 24 input shaft 25 output shaft 26 electric motor output shaft 51, 52, 53, 54, 55, 56, 57, 58
Transmission 62 Control circuit 62a Near stop area control means (near stop area control section) 62b Slope start control means (slope generation control section) 63a Shift switch 63b Near stop area detection means (rotation speed sensor) B, B1 First rotation regulation Means (brake) C2 First rotation regulating means (second clutch) CR, CR1, CR2 Element (carrier) F, F2 Second rotation regulating means (one-way clutch) S, S1, S2 Element (sun gear) R, R1 , R2 element (ring gear)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP 5-229352 (JP, A) JP 5-229350 (JP, A) JP 62-110051 (JP, A) JP 61-1986 55456 (JP, A) JP-A-62-95903 (JP, A) JP-A-63-138273 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60K 6/02 B60L 15 / 20 B60L 11/14 F16H 61/02 B60K 17/04

Claims (6)

(57) [Claims] An electric motor and an internal combustion engine are provided.
Air motor or internal combustion engineAt least oneCar driving output
In a drive transmission device for a vehicle that transmits power to wheels, a plurality of gear stages are formed, and an output shaft of the electric motor is formed.
And a planetary gear connected to the
First rotation restricting means for setting a predetermined shift speed, and the drive wheels at a predetermined shift speed of the planetary gear.
Of the planetary gear
A second rotation restricting means serving as a constant-limited movement mechanism.
A transmission, and an output of the internal combustion engine is transmitted through the transmission.
An internal combustion engine running mode that outputs to the drive wheels, and a motor that outputs the output of the electric motor to the drive wheels
Driving mode,A near stop area detecting means for detecting a near stop area, The near stop area detecting means detects a near stop area, and Previous
When starting on a slope in the motor drive mode, the first
rotationActivating the regulating means, the second rotation regulating means
Prohibiting reverse rotation of the drive wheel based on the
Slope start to set a limited motion mechanism for planetary gear
Control means; and a vehicle using an internal combustion engine and an electric motor.
Drive transmission device. 2. A clutch is interposed between the internal combustion engine and an input member of the transmission. In the internal combustion engine traveling mode, the clutch is engaged, and in the motor traveling mode, the clutch is engaged. The drive transmission device for a vehicle using an internal combustion engine and an electric motor according to claim 1, wherein the drive transmission device is operated in a released state. 3. The predetermined limited movement mechanism, wherein the planetary gear is constituted by the first rotation restricting means including frictional engagement means and the second rotation restricting means including a one-way clutch. A drive transmission device for a vehicle using the internal combustion engine and the electric motor according to claim 1. 4. The first rotation restricting means is fixed to a vehicle body of the vehicle and restricts rotation of one of the three elements of the planetary gear, or two of the three elements. The second rotation restricting means is fixed to the vehicle body of the vehicle and rotates the one of the three elements in one direction by being interposed between the two elements to restrict the relative rotation of the two elements. The internal combustion engine and the electric motor according to claim 3, wherein the internal combustion engine and the electric motor are interposed between two elements of the three elements to restrict the relative rotation of the two elements only in one direction. A drive transmission device in a vehicle using the same. Wherein said planetary gear includes an input shaft output from the internal combustion engine is transmitted, it is interposed between an output shaft of the motor, one of the claims 1 to 4, characterized in that A drive transmission device for a vehicle using the internal combustion engine and the electric motor according to claim 1. 6. An input shaft, to which an output from the internal combustion engine is transmitted, and an output shaft of the motor, and the planetary gear is connected to the drive shaft by the connected input shaft and output shaft. The drive transmission device for a vehicle using an internal combustion engine and an electric motor according to any one of claims 1 to 4 , wherein the drive transmission device is interposed therebetween.