JP3853706B2 - Vehicle transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a vehicle transmission device, and more particularly to an impact torque buffer mechanism for a vehicle transmission device that can obtain an appropriate gear ratio when an engine is started by a rotating electrical machine and when an auxiliary machine is driven by the engine.
[0002]
[Prior art]
  For example, in Japanese Patent Laid-Open No. 2-264153, a pulley provided on a rotating shaft of a starter motor and a crank pulley connected to an engine crankshaft via a planetary gear mechanism are connected to each other by a belt. The gear ratio between starting and generating power is generated by a one-way clutch provided between the carrier and sun gear, a ratchet mechanism that locks and releases the internal gear, and an actuator that biases it. A technique for changing the above has been proposed.
[0003]
  In the conventional vehicle transmission device disclosed in Japanese Patent Application Laid-Open No. 2-264153, at the time of start-up, the rotational power of the starter motor is transmitted to the pulley, belt and crank pulley of the starter motor, and then from the crank pulley to the planetary gear. The engine is started by being decelerated and transmitted to the crankshaft via the mechanism.
[0004]
  At this time, the sun gear connected to the crank pulley has a higher rotational speed than the carrier connected to the crankshaft and is rotating relatively, but the internal gear locked to the ratchet mechanism is released after the engine is started. Since the starting motor is switched to the generator, the rotation speed of the sun gear connected to the crank pulley decreases, and conversely, the rotation speed of the carrier connected to the crankshaft increases, and the rotation speed of the carrier changes to the sun gear. The one-way clutch provided between the carrier and the sun gear is coupled and rotates as a unit when the rotation speed is exceeded.
[0005]
[Problems to be solved by the invention]
  As described above, in the conventional vehicle transmission device disclosed in Japanese Patent Laid-Open No. 2-264153, when the internal gear is locked by the ratchet mechanism at the time of starting, the internal gear is excessive for some reason. There is a problem that the gear is damaged because there is no portion that absorbs or releases the impact when torque is applied.
[0006]
  In addition, due to some conditions, an excessive impact torque is applied when the one-way clutch is engaged, and the one-way clutch is seriously damaged.
[0007]
  The present invention has been made to solve the above-described problems. Even when an excessive impact torque is applied to the internal gear, the elastic force is applied between the field core of the electromagnetic clutch and the fixing portion to the engine bracket. It is an object of the present invention to provide a vehicle transmission device that is provided with a buffer body and has improved durability life by absorbing and relaxing impact torque.
[0008]
[Means for Solving the Problems]
  Invention of Claim 1The vehicle transmission device according to the present invention includes a rotating electric machine that operates as an electric motor or a generator,
  Rotating electric machine switching control means for switching the rotating electric machine to an electric motor and a generator;
  A pulley for a rotating electrical machine attached to a rotating shaft of the rotating electrical machine;
  An auxiliary pulley connected to the rotating shaft of the auxiliary machine and transmitting power to the auxiliary machine;
  A crank pulley that is switched relative to the engine crankshaft and can rotate integrally and transmits power in an input / output manner;
  A power transmission means for interconnecting the rotating electrical machine pulley, the auxiliary pulley, and the crank pulley to transmit rotational power;
  A sun gear connected to the crank pulley and rotatably supported via a bearing;
  A planetary gear supported on the outer periphery of the sun gear via a bearing so as to rotate and revolve;
  A carrier that supports the planetary gear so that it can rotate and revolve, and is connected to the crankshaft; an internal gear that meshes with the planetary gear on the inner peripheral side;
  An electromagnetic clutch for switching the internal gear between a restrained state and an unrestrained state;
  Electromagnetic clutch switching control means for turning on / off the electromagnetic clutch;
  In the vehicle transmission device including the one-way clutch provided between any two of the internal gear, the carrier, and the sun gear,
  The electromagnetic clutch is mounted coaxially with the crankshaft via at least one bearing, and the field core of the electromagnetic clutch is restrained in the circumferential direction with respect to the engine bracket via an elastic buffer. It is characterized by being.
[0009]
  Also,Invention of Claim 2The vehicle transmission device byIn the invention of claim 1,
  A fitting portion between the internal gear or the carrier and the outer ring of the one-way clutch is provided with a torque limiter function that slips when a rotational torque of a predetermined level or more is applied, or the carrier or the carrier The fitting portion between the sun gear and the inner ring of the one-way clutch is provided with a torque limiter function that slides when a rotational torque exceeding a predetermined value is applied.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Embodiment 1 FIG.
  FIG. 1 is a system configuration diagram of peripheral equipment of an engine including a vehicle transmission device of the present invention.
[0011]
  In FIG. 1, a torque converter 2 with a lock-up mechanism and an automatic transmission (hereinafter abbreviated as A / T) 3 are installed on the output shaft side (not shown) of the engine 1. The motor generator 4 is a rotating electrical machine that is equipped with a rotation sensor 4a and operates as an electric motor and a generator.
[0012]
  A shift transmission 5 is provided on the other output shaft (crankshaft 24) side of the engine 1. The speed change transmission device 5 is configured such that when the engine 1 is started, the rotational power of the motor generator 4 transmitted through a pulley (rotary electric machine pulley) 14, a belt (power transmission means) 17, and a crank pulley 15 is transmitted. Is transmitted to the crankshaft 24 and the engine 1 is started. On the other hand, after the engine 1 is started, the rotation power of the engine 1 is transmitted to the crank pulley 15 at a constant speed. The transmitted rotational power of the engine 1 drives the auxiliary machine 6 and the motor generator 4 via the crank pulley 15, the belt 17, the auxiliary machine pulley 16 or the motor generator pulley 14, respectively.
[0013]
  In this invention, the starter 7 provided in the vicinity of the engine 1 is the first engine start after the engine 1 is continuously stopped for a predetermined time, or when the engine coolant is below a predetermined value. Used only at startup. Regarding the operation command of the starter 7, detection means (not shown) for detecting the engine cooling water and the continuous engine stop time is provided, and the starter 7 operates based on the output.
[0014]
  When the engine 1 is started, the inverter 8 converts the DC power of the high-voltage battery 9 into three-phase AC power and supplies power to the motor generator 4 to drive-control the motor generator 4 as an electric motor. On the other hand, after the engine is started, AC power generated by the motor generator 4 driven as a generator by the rotational power of the engine 1 is converted into DC power and the high voltage battery 9 is charged.
[0015]
  The DC / DC converter 10 is for exchanging voltage between the 12V battery 11 and the high voltage battery 9 for exchange.
[0016]
  The electric oil pump 12 plays a role of supplying the hydraulic pressure of the torque converter 2 or the hydraulic pressure for driving and controlling the A / T 3 instead of the mechanical oil pump when the engine 1 is stopped, and the hydraulic pressure control unit 13 is supplied as described above. It is for distributing hydraulic pressure to the necessary parts.
[0017]
  The A / T ECU 60 is for controlling the electric oil pump 12 and the hydraulic pressure control unit 13. The motor generator ECU 70 (switching control means) is configured to detect the rotational position information from the rotation sensor 4 a and the high-voltage battery 9. A charge state (SOC = State of charge) is detected based on the temperature and charge / discharge current amount information, and the inverter 8 is controlled. The engine ECU 80 is for optimally controlling the engine, and the ECU 90 plays a role of integrally controlling the engine ECU 80, the A / T ECU 60, and the motor generator ECU 70.
[0018]
  Next, a specific structure of the vehicle transmission device according to the embodiment of the present invention will be described. FIG. 2 is a side cross-sectional view of the vehicle transmission device according to Embodiment 1, and FIG. 3 is a front view of the vehicle transmission device.
[0019]
  In the figure, the center hole of the crank pulley 15 is inserted into the shaft portion 18 b of the substantially cylindrical sun gear 18. The inner end face of the crank pulley 15 is in contact with one end face of the inner ring of the bearing 36 fitted to the shaft portion 18 b of the sun gear 18. The outer end surface of the crank pulley 15 is fastened and fixed in the axial direction by a nut 26 that is screwed into the threaded portion 18 c of the sun gear 18. With such a configuration, the crank pulley 15, the sun gear 18, the inner ring of the bearing 36, and the nut 26 rotate integrally. The inner ring of the bearing 38 is fitted to the end surface of the shaft portion 18b of the sun gear 18 opposite to the side on which the bearing 36 is fitted, and the outer rings of the bearings 36 and 38 are respectively connected to the carrier 23. It is fitted and supported on the inner peripheral surface.
[0020]
  The planetary gear 19 is rotatably supported on a shaft 19b fitted and fixed to the carrier 23 via a bearing 19c. Further, the planetary gear 19 can revolve the outer periphery of the sun gear 18 coaxially with the shaft portion 18b via the bearings 36 and 38 fitted to the shaft portion 18b of the sun gear 18 and the inner peripheral surface of the carrier 23. It is supported.
[0021]
  The carrier 23 is fitted with a cylindrical hole provided at one end and a coupling shaft portion 24a of the crankshaft 24, fixed in the circumferential direction by a key 34, and fixed in the axial direction by the bolt 40 to the crankshaft 24. . That is, the carrier 23 is integrally fixed to the crankshaft 24, and the carrier 23 and the crankshaft 24 can transmit rotational power to each other.
[0022]
  The inner ring of the bearing 37 is fitted to the outer circumferential surface of the carrier 23 on the crank pulley 15 side, and the inner circumferential surface of the outer circumferential bracket 27 is fitted to the outer ring. An internal gear 20 is inserted into the inner peripheral surface of the outer peripheral bracket 27 and fixed integrally.
[0023]
  Since the inner peripheral surface of the end bracket 29 is press-fitted into the outer ring of the bearing 39, the outer peripheral surface is fitted to the inner peripheral surface of the outer peripheral bracket 27, and is fixed in the axial direction by the retaining ring 30, the outer peripheral bracket 27 is The bearing 39 and the end bracket 29 are rotatably supported with respect to the carrier 23.
[0024]
  A one-way clutch 22 is connected to the inner peripheral surface of the end bracket 29 and the outer peripheral surface of the carrier 23. That is, the outer ring 22 a of the one-way clutch 22 is fitted to the inner periphery of the end bracket 29, and the inner ring 22 b is press-fitted to the outer peripheral surface of the carrier 23. Here, the tightening margin, surface roughness, roundness, etc. are managed so that the rotational frictional force of the inner ring 22b and the outer peripheral surface of the carrier 23 is within a certain range, and the press-fitting pressure is also managed. The maximum rotational torque at which the inner ring 22b and the outer peripheral surface of the carrier 23 start to slide can be adjusted and managed to a predetermined value.
[0025]
  The one-way clutch 22 has a roller 22c and a retainer 22d between the outer ring 22a and the inner ring 22b, and transmits a rotational force only in one direction. The one-way clutch 22 is engaged when the outer ring 22a rotates in the clockwise direction relative to the inner ring 22b as viewed from the illustrated nut 26 side, and conversely rotates in the counterclockwise direction. Is in a non-coupled state (ie, idle state).
[0026]
  The excitation circuit portion of the electromagnetic clutch 21 has a structure in which a field coil 21c is wound around a field core 21a, and an end face core 21b for forming a magnetic path is press-fitted and fixed to one end face side of the field core 21a. Yes. An armature 21d is opposed to the end surface core 21b side of the field core 21a through a slight gap, and this armature 21d is fixed to the outer peripheral end of a leaf spring 31 as an elastic body by a rivet 32. On the other hand, the inner peripheral end of the leaf spring 31 is fixed by the flange portion 27 a of the outer peripheral bracket 27 and the bolt 28. The leaf spring 31 biases the armature 21d in a direction away from the field core 21a.
[0027]
  When the excitation circuit of the electromagnetic clutch 21 is turned on, the amateur 21d is attracted to the field core 21a. On the other hand, when the excitation circuit of the electromagnetic clutch 21 is turned off, the armature 21d is pulled back to the flange portion 27a side by the elastic force of the leaf spring 31. A cushioning material 33 made of, for example, rubber is provided between the amateur 21d and the flange portion 27a. The shock absorber 33 prevents a collision sound between the armature 21d and the flange portion 27a that is generated when the armature 21d is pulled back to the flange portion 27a side by the elastic force of the leaf spring 31 when the excitation circuit of the electromagnetic clutch 21 is turned off. .
[0028]
  The outer ring of the bearing 35 is press-fitted and fixed to the inner periphery of the field core 21 a, and the inner ring of the bearing 35 is inserted into the outer periphery of the end bracket 29 in the axial direction via the spacer 43 and the washer 44. Further, the opposite end surface of the inner ring washer 44 of the bearing 35 is fixed in the axial direction by a nut 45 fastened to the screw portion 29 a of the end bracket 29. Here, the spacer 43 has a function of preventing the retaining ring 30 from coming off, and the washer 44 adjusts the gap between the armature 21d and the field core 21a.
[0029]
  A mounting plate 46 is integrally fixed to the end surface of the field core 21a opposite to the end surface core 21b by a coupling means such as resistance welding or screwing. The elastic buffer body 25 is fitted and fixed in a fixing pocket 46 a formed at the outer peripheral end of the mounting plate 46, and a bush 47 is slidably press-fitted to the inner peripheral surface of the elastic buffer body 25. ing. The bolt 50 fastens and fixes the bush 47 to the cover bracket 1b.
[0030]
  A seal member 52 is fitted and fixed in the seal member chamber 101 b provided in the cover bracket 1 b, and the crankshaft 24 is inserted into the seal member 52. The sprocket 53 is for rotationally driving a camshaft (not shown) by a chain (not shown), and is fixed to the crankshaft 24 via a key or the like.
[0031]
  The motor generator ECU 70 described with reference to FIG. 1 operates as a rotating electric machine switching control means for switching the motor generator 4 between the motor and the generator via the inverter 8 and also turns on / off the electromagnetic clutch 21 described above. It operates as an electromagnetic clutch switching control means for switching off the internal gear 20 between the restrained state (locked state or non-rotatable state) and the unconstrained state (open state or rotatable state).
[0032]
  Next, the operation of the vehicle transmission device of the first embodiment will be described.
  First, when the condition for starting the eco-run operation is satisfied, the engine ECU 80 outputs a signal for stopping the fuel injection to each cylinder of the engine 1 to stop the engine. Here, as conditions for starting the eco-run operation, the vehicle speed is zero, the shift lever range is not in R (reverse), and the accelerator pedal depression amount is zero as an example. .
[0033]
  When the engine is stopped by the eco-run operation, the motor generator 4 is operated as a motor, and the auxiliary machine 6 rotates at a rotational speed corresponding to the load via the motor generator pulley 14, the belt 17, and the auxiliary machine pulley 16. And optimally driven by torque.
  At this time, the electromagnetic clutch 21 of the transmission device 5 is turned off, and the armature 21d is in an unconstrained state.
  In addition, as the auxiliary machine 6 in this case, an A / C compressor or a power steering oil pump which is required to be used even when the vehicle is stopped is applicable.
[0034]
  If the motor generator 4 rotates in the clockwise direction when viewed from the main surface side of the motor generator pulley 14 in FIG. 1, the crank pulley 15 connected by the belt 17 also rotates in the clockwise direction. The sun gear 18 fixed integrally with 15 also rotates clockwise.
[0035]
  On the other hand, the planetary gear 19 that meshes with the sun gear 18 rotates counterclockwise, but the carrier 23 that is integrally connected to the crankshaft 24 of the stopped engine 1 remains stopped and travels around the sun gear 18. Since it does not revolve, the internal gear 20 fitted and fixed to the outer peripheral bracket 27 connected to the unrestrained amateur 21d rotates counterclockwise.
[0036]
  In this case, the outer ring 22a of the one-way clutch 22 connected to the end bracket 29, the outer peripheral bracket 27, and the internal gear 20 is counterclockwise with respect to the inner ring 22b of the one-way clutch 22 fitted to the carrier 23. , The one-way clutch 22 is disengaged and idles.
[0037]
  That is, even when the electromagnetic clutch 21 is turned off and the motor generator 4 is operated as an electric motor when the engine is stopped, the rotational power is transmitted only to the auxiliary machine 6 via the belt 17, and the crank pulley 15 and the transmission gear 5 are The rotational power of the motor generator 4 is not transmitted to the crankshaft 24 by idling.
[0038]
  Next, the operation when the engine 1 is restarted by the motor generator 4 from the engine stop state due to the eco-run operation will be described.
[0039]
  When the engine restart condition is satisfied, first, the electromagnetic clutch 21 of the transmission 5 is turned on, then the motor generator 4 rotates clockwise as the motor, and the crank is connected via the motor generator pulley 14 and the belt 17. Rotational power is transmitted to the pulley 15.
[0040]
  Since the electromagnetic clutch 21 is turned on, the armature 21d is attracted and restrained by the field core 21a, so that the internal gear 20 is restrained via the leaf spring 31 and the outer peripheral bracket 27. As a result, the crank pulley The rotational power transmitted to 15 is decelerated via the sun gear 18, the planetary gear 19, and the carrier 23 and transmitted to the crankshaft 24, and the engine is started.
  At this time, the internal gear 20 is constrained and the carrier 23 rotates clockwise, so that the one-way clutch 22 is in a non-coupled state and is idle.
[0041]
  In such restart of the engine 1 by the motor generator 4, the rotational power of the motor generator 4 is first decelerated by the pulley ratio of the motor generator pulley 14 and the crank pulley 15, and further by the transmission gear transmission 5. Since the motor is further decelerated, even a relatively small motor generator 4 can generate a large torque necessary for starting the engine.
[0042]
  When the electromagnetic clutch 21 is turned off after detecting that the engine rotational speed has reached a predetermined rotational speed after the engine is started, the arm 21d is unconstrained, so the internal gear 20 is also unconstrained, and the sun gear 18 and the carrier The 23 can rotate independently, and does not transmit power to each other.
[0043]
  However, in the present invention, since the one-way clutch 22 is provided between the internal gear 20 and the carrier 23, immediately after the electromagnetic clutch 21 is turned off, the rotational speed of the carrier 23 is the connected crank. On the other hand, since the sun gear 18 rotates at a reduction ratio times the rotation speed of the carrier 23, the internal gear 20 rotates relative to the carrier 23 counterclockwise. Thus, the one-way clutch 22 is disengaged.
[0044]
  Then, the rotation of the sun gear 18 continues to decelerate in a state independent of the carrier 23, and conversely, when the rotation speed of the carrier 23 exceeds the rotation speed of the sun gear 18, the internal gear 20 rotates with respect to the carrier 23. It starts to rotate around. At this time, the one-way clutch 22 is coupled, and the internal gear 20 and the carrier 23 are coupled together, so that the planetary gear 19 and the sun gear 18 are also fixed together. As a result, the crankshaft 24, the sun gear 18, The pulley 15 rotates at a constant speed of 1: 1. The motor generator 4 is switched to operate as a generator.
[0045]
  After that, the rotational power of the engine 1 is the path from the crankshaft 24 to the carrier 23, the planetary gear 19, and the sun gear 18, the carrier 23, the one-way clutch 22, and the end bracket with the transmission gear ratio 5 being 1. 29, the outer peripheral bracket 27, the internal gear 20, the planetary gear 19, and the sun gear 18 are distributed and transmitted to the sun gear 18, the crank pulley 15, the belt 17, the auxiliary pulley 16 or the motor generator. The auxiliary machine 6 or the motor generator 4 (operating as a generator in this case) is driven via the pulley 14.
[0046]
  Here, when the engine is started by the motor generator 4 as described above, the electromagnetic clutch 21 is used as a means for constraining the internal gear of the transmission motor 5, so that some excessive impact torque is applied to the internal gear 20. In this case, the problem that the attracting surface of the electromagnetic clutch 21 slips and the gear is damaged can be avoided.
  Furthermore, by adjusting the field current value supplied to the field coil 21 c of the electromagnetic clutch 21, the allowable slip limit can be arbitrarily set.
[0047]
  Further, as described above, the one-way clutch 22 is engaged after the electromagnetic clutch 21 is turned off, but an excessive impact torque may be applied when the one-way clutch is engaged depending on some conditions.
  In that case, since the maximum rotational torque at which the inner ring 22b of the one-way clutch 22 and the outer peripheral surface of the carrier 23 start to slip is adjusted and managed, when an excessive impact torque that is unacceptable acts on the one-way clutch 22. Since the inner ring 22b and the outer peripheral surface of the carrier 23 are slipped to alleviate the impact, the one-way clutch 22 is effectively prevented from receiving fatal damage.
  Similarly, the same effect can be obtained by performing adjustment management of the maximum rotational torque at which the outer ring 22a of the one-way clutch 22 and the inner peripheral surface of the end bracket 29 start to slip.
[0048]
  Further, normally, during the cranking period at the time of starting, since the engine speed greatly fluctuates and the load also fluctuates, the sun gear 18, the planetary gear 19 and the internal gear 20 which are the planetary gear reduction parts of the transmission gearing device. Intermittent impacts are applied to the meshing tooth surfaces, which greatly adversely affects the durability life. However, as in the present embodiment, the field core 21a is formed on the outer peripheral end of the mounting plate 46 coupled to the field core 21a. Since the elastic shock absorber 25 is restrained in the circumferential direction with respect to the engine bracket via the elastic shock absorber 25 in the fixing pocket 46a, the elastic shock absorber 25 absorbs and relaxes the intermittent impact torque, and the sun gear 18, Since the impact of the meshing tooth surfaces of the Lee gear 19 and the internal gear 20 is mitigated, there is an effect that the durability life is improved. .
[0049]
Embodiment 2. FIG.
  4 is a side sectional view of a vehicle transmission device according to Embodiment 2 of the present invention, and FIG. 5 is a front view of the vehicle transmission device according to Embodiment 2 of the present invention. Note that the same parts as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted here.
[0050]
  A fixed plate 54 is integrally fixed to the opposite end surface of the end core 21b of the field core 21a by a connecting means such as resistance welding or screwing, and a flange portion 54a is formed on the outer periphery of the fixed plate 54.
[0051]
  The mounting plate 46 has a bushing 47 press-fitted into a fixing pocket 46a. The bushing 47 is fastened and fixed to the cover bracket 1b by a bolt 50.
[0052]
  A flange portion 46 b is formed on the mounting plate 46, and is provided to face the flange portion 54 a of the fixed plate 54. A spring 56 is installed between the flange portion 46b and the flange portion 54a, and is supported by a pin 55 that is press-fitted and fixed to the flange portion 46b. The elastic buffer unit 25 is formed by the mounting plate 46, the fixing plate 54, the spring 56 and the pin 55, and the elastic buffer unit 25 is provided on both sides of the bolt 50 which is the mounting fixing portion of the mounting plate 46.
[0053]
  Next, the operation and effect of the vehicle transmission device according to the second embodiment will be described.
  As an operation of the elastic buffer unit 25, intermittent shock torque applied to the field core 21a is absorbed and relaxed by the spring 56.
  Since the elastic buffer unit 25 is provided on both sides of the bolt 50 which is the mounting fixing portion of the mounting plate 46, it can cope with impact torque of both rotations.
  The effect of the second embodiment is the same as that of the first embodiment.
[0054]
Embodiment 3 FIG.
  6 is a partial front view of a vehicle transmission apparatus according to Embodiment 3 of the present invention.
[0055]
  In the third embodiment, the spring 56 of the second embodiment is replaced with an elastic buffer 57, and the same parts are denoted by the same reference numerals, and the operations and effects are the same as those of the second embodiment. The description is omitted here.
[0056]
  A similar effect can be obtained by combining the spring 56 and the elastic buffer 57 in place of the spring 56 or the elastic buffer 57 in the second or third embodiment.
[0057]
【The invention's effect】
  As described above, according to the present invention, the following effects are achieved.
[0058]
  Normally, during the cranking period at start-up, the engine speed greatly fluctuates and the load also fluctuates, so that the sun gear, planetary gear, and internal gear meshing tooth surfaces that are planetary gear reduction parts of the transmission for a vehicle are used. Intermittent impacts are applied, and the durability life is greatly adversely affected. However, as in the present invention, since the field core is constrained in the circumferential direction with respect to the engine bracket via the elastic buffer, the elastic buffer The body absorbs and relaxes intermittent impact torque, and the impact of the meshing tooth surfaces of the sun gear, planetary gear and internal gear can be mitigated, and the durability life is improved.
[0059]
  Further, according to the present invention, when an unacceptably excessive impact torque acts on the one-way clutch, the internal gear or the carrier and the outer ring of the one-way clutch are slid at the fitting portion, or There is an effect that the impact torque can be relieved by sliding at a fitting portion between the carrier or the sun gear and the inner ring of the one-way clutch, and the one-way clutch can be avoided from being seriously damaged.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of peripheral devices of an engine including a vehicle transmission device of the present invention.
FIG. 2 is a side cross-sectional view of the vehicle transmission device according to Embodiment 1 of the present invention.
FIG. 3 is a front view of the vehicle transmission device according to Embodiment 1 of the present invention;
FIG. 4 is a side cross-sectional view of a vehicle transmission device according to Embodiment 2 of the present invention.
FIG. 5 is a front view of a vehicle transmission device according to Embodiment 2 of the present invention;
FIG. 6 is a partial front view of a vehicle transmission device according to Embodiment 3 of the present invention;
[Explanation of symbols]
  1 engine, 2 torque converter (torque converter),
3 A / T (automatic transmission), 4 motor generator (rotary electric machine),
4a Rotation sensor
5 Transmission gear, 6 Auxiliary machine, 7 Starter, 8 Inverter, 9 High voltage battery,
10 DC / DC converter, 11 12V battery, 12 electric oil pump,
13 Hydraulic control unit, 14 Motor generator pulley (pulley for rotating electrical machine),
15 Crank pulley, 16 Auxiliary pulley, 17 Belt, 18 Sun gear,
19 planetary gear, 20 internal gear, 21 electromagnetic clutch,
22 one-way clutch, 23 carrier, 24 crankshaft,
25 elastic buffer (or elastic buffer unit), 27 outer peripheral bracket,
27a flange, 28 bolt, 29 end bracket, 30 retaining ring,
31 leaf spring (elastic body), 32 rivets, 33 cushioning material, 34 keys,
35-39 bearing, 40 bolt, 41, 42 seal member,
46 Mounting plate, 46a Fixing pocket, 46b Flange,
47 Bush, 50, 51 bolt, 52 Seal member, 53 Sprocket,
56 spring, 57 elastic buffer, 60 A / T ECU,
70 motor generator ECU (rotary electric machine switching control means, electromagnetic clutch switching control means),
80 ECU for engine, 90 ECU.

Claims (2)

A rotating electrical machine that operates as an electric motor or generator;
Rotating electric machine switching control means for switching the rotating electric machine to an electric motor and a generator;
A pulley for a rotating electrical machine attached to a rotating shaft of the rotating electrical machine;
An auxiliary pulley connected to the rotating shaft of the auxiliary machine and transmitting power to the auxiliary machine;
A crank pulley that is switched relative to the engine crankshaft and can rotate integrally and transmits power in an input / output manner;
A power transmission means for interconnecting the rotating electrical machine pulley, the auxiliary pulley, and the crank pulley to transmit rotational power;
A sun gear connected to the crank pulley and rotatably supported via a bearing;
A planetary gear supported on the outer periphery of the sun gear via a bearing so as to rotate and revolve;
A carrier that supports the planetary gear so that it can rotate and revolve, and is connected to the crankshaft; an internal gear that meshes with the planetary gear on the inner peripheral side;
An electromagnetic clutch for switching the internal gear between a restrained state and an unrestrained state;
Electromagnetic clutch switching control means for turning on / off the electromagnetic clutch;
In the vehicle transmission device including the one-way clutch provided between any two of the internal gear, the carrier, and the sun gear,
The electromagnetic clutch is mounted coaxially with the crankshaft via at least one bearing, and the field core of the electromagnetic clutch is restrained in the circumferential direction with respect to the engine bracket via an elastic buffer. A vehicle transmission device characterized by comprising: In a fitting portion between the internal gear or the carrier and the outer ring of the one-way clutch, a torque limiter function that slips when a rotational torque of a predetermined level or more is applied, or the carrier or the carrier 2. The vehicle according to claim 1, wherein a torque limiter function is provided at a fitting portion between the sun gear and the inner ring of the one-way clutch so as to slide when a rotational torque exceeding a predetermined value is applied . Transmission device.

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