JP4775242B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device that uses the driving force of an engine and the driving force of a motor.

  Conventionally, an engine, a transmission, and a motor are provided, and the driving force of the engine is shifted by the transmission and transmitted to the driving wheel via the output shaft, and the driving force of the motor is driven via the output shaft. 2. Description of the Related Art A vehicle drive device that can transmit to a vehicle is known.

For example, Patent Document 1 has a plurality of gear sets that are always meshed so that power can be transmitted by being selected by a meshing clutch between an output shaft and at least two input shafts. It can be connected to the engine via the first clutch, the second input shaft can be connected to the motor generator and can be connected to the first input shaft via the second clutch, and each gear set can be connected via the meshing clutch. There is described a vehicle drive device that includes a transmission that can transmit power, and a control unit that controls an engine and a motor generator, and controls a fastening force of first and second clutches and a meshing clutch. The control means shifts from the motor generator drive running state to the engine drive running state when the driving force demand of the driver is equal to or higher than a preset threshold value, the vehicle speed is equal to or lower than the threshold value, and the motor generator is an operating point where torque assist is possible. At the time, in the torque assist state of the motor generator, the first clutch is engaged and the rotation speed of the first input shaft is increased to the rotation speed that can be engaged with the second input shaft, and the second clutch is engaged. .
JP 2005-163807 A

  However, in the conventional vehicle drive device, since the motor is connected to the counter shaft, the overall outer diameter is increased. In the FR vehicle, the vehicle drive device has to pass through the floor tunnel, and there is a problem that the tunnel becomes large and the passenger compartment space becomes narrow.

  The present invention has been made in view of the above points, and an object of the present invention is to realize a compact layout in the radial direction while achieving a simple structure and motor miniaturization as a vehicle vertical drive device. There is.

  In order to achieve the above object, in the present invention, the driving force of the motor loosely fitted on the output shaft is transmitted by the pair of reduction gears.

Specifically, in the first invention, an engine, a transmission, and a motor are provided, and the driving force of the engine is shifted by the transmission and transmitted to the drive wheels via the output shaft. Is a vehicle drive device that can transmit to the drive wheel via the output shaft,
The motor is installed loosely on the output shaft,
The vehicle drive device is
An input shaft connected to the engine and disposed coaxially with the output shaft;
A counter shaft disposed parallel to the output shaft;
A first reduction gear pair provided between the counter shaft and the output shaft and transmitting the driving force of the motor;
At least one gear pair in the transmission path of the transmission provided between the output shaft and the counter shaft is shared as a second reduction gear pair that transmits the driving force of the motor.

  According to the above configuration, when the vehicle drive device is arranged vertically along the longitudinal direction of the vehicle, the motor is loosely fitted on the output shaft, so the motor is mounted on the counter shaft. The size in the radial direction is smaller than in the case of providing. Further, since the driving force of the motor is increased in torque via the first reduction gear pair and transmitted to the output shaft, the motor can be miniaturized. Furthermore, since the second reduction gear pair is shared with the gear of the transmission, it is not necessary to provide a separate gear for reducing the motor, and further miniaturization is possible. Further, since the motor driving force can be reduced by the second reduction gear pair, the reduction ratio can be increased. For this reason, further miniaturization of the motor is possible.

In the second invention, in the first invention,
The second reduction gear pair is shared with the transmission path of the low speed stage of the transmission.

  According to the above configuration, since the second reduction gear pair for decelerating the motor is shared with the transmission path for the low speed stage of the transmission, the reduction ratio can be further increased, so that the motor can be further reduced in size.

  In the third aspect of the invention, the counter shaft side gear of the second reduction gear pair is loosely fitted to the counter shaft, and can be freely engaged with and disengaged from the counter shaft by the first transmission mechanism. The output shaft side gear is loosely fitted to the output shaft, and can be engaged with and disengaged from the output shaft by the second transmission mechanism.

  According to the above configuration, the driving by the engine, the driving by the motor, and the driving by the engine and the motor can be easily switched by switching the engagement between the first transmission mechanism and the second transmission mechanism.

  Specifically, when traveling at the first speed, the first speed change mechanism selects the first speed and the second speed change mechanism selects low. As a result, the driving force from the engine and the driving force from the motor are output via the first speed gear. When traveling from the second speed to the sixth speed, the engine power is output via each transmission gear. When the vehicle speed is low, the driving force of the motor is output via the first speed gear by selecting low of the second speed change mechanism. When the vehicle speed is high, the high of the second speed change mechanism is selected, the motor is directly connected to the output shaft, and the motor driving force is output. At the same time, when the low speed of the second speed change mechanism is cut, the first speed gear is cut from the output shaft and does not rotate. As a result, it is possible to prevent the first speed gear on the counter shaft, which has been accelerated by the first speed gear pair, from idling at a high rotation, and to prevent drag loss from increasing and seizing.

In a fourth invention, in any one of the first to third inventions,
It is configured to be able to shift forward 6 speeds and backwards,
A sub-transmission mechanism that switches between a high-speed meshing clutch that connects the fourth speed and the sixth speed and a low-speed meshing clutch that connects the first speed, the second speed, the third speed, and the fifth speed,
The high speed meshing clutch is formed in a cylindrical shape that is loosely fitted to the output shaft, and a gear serving as both a sub-speed high speed reduction gear and a third speed gear on the same axis as the high speed gear meshing clutch, and a third speed And the 3rd and 4th speed meshing-type clutch which performs a 4th-speed gear shift is connected.

  According to the above configuration, the fourth speed is set as the direct coupling stage by simultaneously engaging the high speed sub-gearing clutch and the third and fourth speed meshing clutches. The third speed can be set by simultaneously engaging the low speed meshing clutch and the third and fourth speed meshing clutches. Thereby, a direct connection stage is formed without providing a meshing clutch dedicated to direct connection. Further, by sharing the sixth speed sub-speed high speed reduction gear with the third speed gear, the number of gear pairs is reduced by one set. In addition, there is no need to shift between the 2nd speed and the 3rd speed with the auxiliary transmission, and the reduction gear ratio between the high speed stage and the low speed stage can be optimized between the 5th speed and the 6th speed, so the gear ratio can be set freely. The degree increases.

  As described above, according to the present invention, the motor is loosely fitted on the output shaft to reduce the size in the radial direction, and the driving force of the motor is increased through the first reduction gear pair. Thus, as a vehicle vertical drive device, it is possible to achieve a compact layout in the radial direction while achieving a simple structure and miniaturization of the motor. In addition, the second reduction gear pair provided between the motor and the countershaft allows the reduction ratio of the driving force of the motor to be changed further greatly, thereby achieving a simple structure and miniaturization of the motor. The compact layout can be realized.

  According to the second aspect of the invention, the second reduction gear pair for reducing the speed of the motor can be shared with the transmission path of the low speed stage of the transmission, so that a larger reduction ratio can be obtained.

  According to the third aspect, the first speed change mechanism allows the counter shaft side gear of the second reduction gear pair to be engaged with and disengaged from the counter shaft, and the second speed change mechanism outputs the output shaft side gear of the second speed reduction gear pair. Since the shaft can be freely engaged and disengaged, the transmission path of the driving force of the engine and the motor can be easily switched with a simple configuration.

  According to the fourth aspect of the present invention, the sub-transmission mechanism is provided and is engaged simultaneously with the sub-transmission high-speed meshing clutch and the third and fourth speed meshing clutches. By forming the step and further reducing the gear pair by one set, the axial direction can be shortened, and the layout of the vehicle driving device in the floor tunnel becomes easier.

(Embodiment 1)
FIG. 1 shows a vehicle drive device 1 according to a first embodiment of the present invention. The vehicle drive device 1 is arranged on the same axis as an engine 2, an input shaft 3 connected to the engine 2, and the input shaft 3. The output shaft 4 and the counter shaft 5 disposed in parallel to the output shaft 4 are provided. The engine 2 may include a generator.

  An engine clutch 6 is provided between the engine 2 and the input shaft 3 as a friction clutch that connects and disconnects the power of the engine 2. Immediately thereafter, an engine-side reduction gear pair 7 is provided, and the engine-side reduction gear pair 7 decelerates and transmits the power of the engine 2 from the input shaft 3 to the counter shaft 5.

  On the other hand, a motor 8 is loosely installed at the rear end of the output shaft 4. A transmission 9 is formed between the motor 8 and the engine 2. That is, the vehicle drive device 1 shifts the driving force of the engine 2 by the transmission 9 and transmits the driving force to the driving wheels (not shown) via the output shaft 4, and the driving force of the motor 8 is transmitted to the output shaft 4. Via the drive wheel. The vehicle drive device 1 of the present embodiment is for an FR vehicle in which the engine 2 side is the front side of the vehicle and the motor 8 side is the rear side of the vehicle. Thus, when the vehicle drive device 1 is disposed vertically along the longitudinal direction of the vehicle, the motor 8 is installed loosely on the output shaft 4. The size in the radial direction is smaller than when the motor 8 is provided.

  A first reduction gear pair 10 is provided between the counter shaft 5 in front of the motor 8 and the output shaft 4. The first reduction gear pair 10 includes a counter shaft side gear 10a and an output shaft side gear 10b. The driving force of the motor 8 is transmitted to the transmission 9 through the first reduction gear pair 10. Thus, since the driving force of the motor 8 is increased in torque via the first reduction gear pair 10 and transmitted to the output shaft 4, the motor 8 can be reduced in size.

  A second speed change mechanism 11 (motor HL speed change mechanism) for switching between high speed (H) and low speed (L) of the motor 8 is provided on the front side of the first reduction gear pair 10. The second speed change mechanism 11 includes a dog clutch with a synchronizer, and a motor L meshing clutch 11a used at a low vehicle speed on the front side on the output shaft 4 and a motor H meshing clutch that directly connects the motor 8 to the output shaft 4 on the rear side. 11b. Thus, at a high vehicle speed (about 80 km / h), the motor H meshing clutch 11b is connected to reduce the rotational speed of the motor 8, so that the motor 8 can be operated efficiently and the power can be regenerated at a high vehicle speed. .

  A second reduction gear pair 12 is provided between the counter shaft 5 and the output shaft 4 in front of the second transmission mechanism 11. The second reduction gear pair 12 allows the reduction ratio of the driving force of the motor 8 to be reduced in two stages together with the first reduction gear pair 10, so that the reduction ratio can be increased. For this reason, the motor 8 can be further reduced in size.

  On the counter shaft 5 in front of the second reduction gear pair 12, a first speed change mechanism 13 (first and third speed speed change mechanism) for switching between the first speed and the third speed is provided. The first speed change mechanism 13 is composed of a dog clutch with a synchronizer, and a third speed meshing clutch 13a used at the third speed on the front side of the counter shaft 5 and a first speed meshing clutch 13b used at the first speed on the rear side. And.

  The counter shaft side gear 10 a of the first reduction gear pair 10 is loosely fitted to the counter shaft 5, and can be engaged with and disengaged from the counter shaft 5 by the first transmission mechanism 13. The output shaft side gear 10 b of the first reduction gear pair 10 is loosely fitted to the output shaft 4, and can be engaged with and disengaged from the output shaft 4 by the second transmission mechanism 11. In this way, by switching the engagement between the first transmission mechanism 13 and the second transmission mechanism 11, the driving by the engine 2, the driving by the motor 8, and the driving by the engine 2 and the motor 8 can be easily switched. It has become.

  A third speed reduction gear pair 14 is provided between the counter shaft 5 in front of the first transmission mechanism 13 and the output shaft 4. Thus, when the third speed meshing clutch 13a of the first speed change mechanism 13 is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the third speed reduction gear pair 14, and the first speed meshing clutch 13b. Is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the second reduction gear pair 12.

  A fifth speed gear pair 15 is provided between the counter shaft 5 and the output shaft 4 in front of the third speed reduction gear pair 14.

  A third speed change mechanism 16 (fifth and sixth speed speed change mechanism) for switching between the fifth speed and the sixth speed is provided on the counter shaft 5 in front of the fifth speed gear pair 15. The third speed change mechanism 16 includes a dog clutch with a synchronization device, and a sixth speed meshing clutch 16a used at the sixth speed on the front side on the counter shaft 5 and a fifth speed meshing clutch used at the fifth speed on the rear side. 16b.

  A sixth speed gear pair 17 is provided between the counter shaft 5 in front of the third speed change mechanism 16 and the output shaft 4. Thus, when the sixth speed meshing clutch 16a of the third speed change mechanism 16 is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the sixth speed gear pair 17, and the fifth speed meshing clutch 16b is engaged. When locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the fifth speed gear pair 15.

  A second speed reduction gear pair 18 is provided between the counter shaft 5 and the output shaft 4 in front of the sixth speed gear pair 17.

  On the output shaft 4 in front of the second speed reduction gear pair 18, a fourth speed change mechanism 19 (second / fourth speed speed change mechanism) for switching between the second speed and the fourth speed is provided. The fourth speed change mechanism 19 is composed of a dog clutch with a synchronization device, and a fourth speed engagement clutch 19a used at the fourth speed on the front side on the output shaft 4 and a second speed engagement clutch used at the second speed on the rear side. 19b. Thus, when the fourth speed meshing clutch 19a of the fourth speed change mechanism 19 is locked, the input shaft 3 and the output shaft 4 are directly connected, and when the second speed meshing clutch 19b is locked, the engine side reduction gear pair 7 is engaged. The power decelerated in step (3) is transmitted to the output shaft 4 via the second speed reduction gear pair 18.

  In order to suppress fuel consumption, the gear ratio is made high overall so as to reduce the rotational speed of the engine 2 by utilizing the torque assist of the motor 8. For this reason, the fourth speed is set as a direct gear, and the fifth speed and the sixth speed are speed-up stages. Since the first speed gear is disposed at the rear of the vehicle and is shared with the second reduction gear pair 12 of the motor 8, the number of parts is reduced and the length in the axial direction is shortened.

-Driving action-
Next, each travel mode and gear position of the vehicle drive device according to the present embodiment will be described.

  (Start) As shown in FIG. 2, the driving force of the motor 8 (hereinafter, indicated by a thick dashed arrow) is configured to be capable of two-stage reduction by the first reduction gear pair 10 and the second reduction gear pair 12. ing. For this reason, since a large driving force can be obtained with the small motor 8, the vehicle usually starts with only the motor 8. At this time, the engine clutch 6 is disconnected. The second speed change mechanism 11 selects L, and the first speed change mechanism 13 selects the first speed in preparation for acceleration in the engine 2. All other transmission mechanisms are N (neutral). The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11 a → the output shaft 4.

  (First Speed) Since the motor 8 has a characteristic of outputting constant power regardless of the rotational speed, the driving speed decreases as the vehicle speed increases and the rotational speed of the motor 8 increases. When the driving force is insufficient, the engine 2 is started, the engine clutch 6 is connected, and the driving force of the engine 2 (hereinafter, indicated by a thick solid line arrow) indicates the first speed meshing clutch 13b → second speed reduction gear pair 12 → motor. Output via the L meshing clutch 11a. The second reduction gear pair 12 outputs power obtained by adding the driving force of the motor 8 and the driving force of the engine 2 together. When traveling at the first speed, the second speed change mechanism 11 can select only the L position. However, since the vehicle speed is low, the rotational speed of the motor 8 is low and there is no need to cut. Note that the switching to the engine 2 power and the assisting force are calculated at the optimal timing calculated from the vehicle speed, the required acceleration, the battery charging rate, and the like.

  (Second speed) As shown in FIG. 3, for shifting to the second speed, the engine clutch 6 is disengaged, the first transmission mechanism 13 is switched to N, the fourth transmission mechanism 19 is switched to the second speed, and the engine clutch 6 This is done by connecting Since the driving force of the engine 2 is not transmitted during the shift, the output shaft 4 is driven by the motor 8 to reduce the shift shock. Only the driving force of the motor 8 is transmitted to the second reduction gear pair 12, and after the end of the shift, the output shaft 4 adds and outputs the engine 2 power.

  During traveling by only the motor 8, the engine clutch 6 is disconnected and the engine 2 is stopped. The gear position is prepared for acceleration by the engine 2 so that a gear stage corresponding to the vehicle speed is selected. At a higher speed than the second speed, the second speed change mechanism 11 connects the L side at a low vehicle speed and the H side at a high vehicle speed.

  (Third Speed) As shown in FIG. 4, the shift to the third speed is performed by disengaging the engine clutch 6, switching the fourth transmission mechanism 19 to N, switching the first transmission mechanism 13 to the third speed, This is done by connecting 6. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Fourth Speed) As shown in FIG. 5, for shifting to the fourth speed, the engine clutch 6 is disengaged, the first transmission mechanism 13 is switched to N, the fourth transmission mechanism 19 is switched to the fourth speed, and the engine clutch This is done by connecting 6. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Fifth Speed) As shown in FIG. 6, for shifting to the fifth speed, the engine clutch 6 is disengaged, the fourth transmission mechanism 19 is switched to N, the third transmission mechanism 16 is switched to the fifth speed, and the engine clutch This is done by connecting 6. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Sixth Speed) As shown in FIG. 7, the shift to the sixth speed is performed by disconnecting the engine clutch 6, switching the third transmission mechanism 16 from the fifth speed to the sixth speed, and connecting the engine clutch 6. Done. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Reverse) Although not shown, reverse is performed only by the motor 8. That is, the motor 8 can be easily rotated in the reverse direction, and there is no need to provide an extra component (for example, when the engine 2 is used, a reverse rotation shaft is required). Specifically, the engine clutch 6 is disengaged in the same manner as in the (start) mode, and the second transmission mechanism 11 selects L. All other transmission mechanisms are N (neutral). The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 in the reverse direction to the starting time.

  The second speed meshing clutch 19b is preferably on the output shaft 4 so that the counter shaft side gear of the second speed reduction gear pair 18 is not dragged at a high speed at high vehicle speeds. The third speed change mechanism 16 is preferably on the counter shaft 5 so that the output shaft side gears of the fifth speed gear pair 15 and the sixth speed gear pair 17 are not dragged at a high speed when the engine 2 has a high rotational speed. Although the first speed meshing clutch 13b is on the countershaft 5, the motor shaft meshing clutch 11a is disengaged at high vehicle speeds, so that the countershaft side gear of the second reduction gear pair 12 is not dragged.

-Effect of Embodiment 1-
Therefore, according to the vehicle drive device according to the present embodiment, the motor 8 is loosely fitted on the output shaft 4 and installed to reduce the size in the radial direction, and the driving force of the motor 8 is set to the first reduction gear pair. By increasing the torque via 10 and transmitting the torque, it is possible to realize a compact layout in the radial direction while achieving a simple structure and miniaturization of the motor 8 as a vehicle vertical drive device.

  The first speed change mechanism 13 allows the counter shaft side gear 10a of the first reduction gear pair 10 to be engaged with and disengaged from the counter shaft 5, and the second speed change mechanism 11 causes the output shaft side gear 10b of the first speed reduction gear pair 10 to be connected to the output shaft 4. Therefore, the transmission path of the driving force of the engine 2 and the motor 8 can be easily switched with a simple configuration.

  The reduction ratio of the driving force of the motor 8 can be changed with a higher degree of freedom by the second reduction gear pair 12 provided between the motor 8 and the counter shaft 5, thereby achieving a simple structure and miniaturization of the motor 8. In addition, a compact radial layout can be realized.

The second reduction gear pair 12 for decelerating the motor 8 is shared with the transmission path of the low speed stage (first speed) of the transmission 9 to reduce the number of parts and shorten the axial direction, thereby driving the vehicle. The layout of the device 1 in the floor tunnel is further facilitated.
(Embodiment 2)
8 to 14 show a vehicle drive device 101 according to a second embodiment of the present invention. The first embodiment is different particularly in that the structure of the transmission 109 is different, such as providing an auxiliary transmission mechanism 119 immediately after the engine clutch 6. And different. In the following embodiments, the same parts as those in FIGS.

  As shown in FIG. 8, the front low-speed meshing clutch 119a of the auxiliary transmission mechanism 119 is in the first, second, third and fifth speeds, and the rear high-speed meshing clutch 119b is in the fourth and sixth speeds. It is comprised so that it may each change to speed. A sub-speed low-speed gear reduction gear pair 107 connected to the low-speed meshing clutch 119a transmits power to the counter shaft 5 as first, second, third, and fifth speed reduction gears. The sub-speed high-speed gear reduction gear pair 117 connected to the high-speed meshing clutch 119b also serves as a sub-speed high-speed sixth gear and a sub-speed low-speed third gear. The direct connection stage is set to the fourth speed as in the first embodiment, and the fifth speed and the sixth speed are the speed increasing stages.

  In the transmission gear, in order to optimize the step ratio, the first speed and the second speed, which are separated from each other in gear ratio, are made independent. That is, the first reduction gear pair 10 is disposed immediately before the motor 8 as in the first embodiment, and the second speed reduction gear pair 115 is provided from the center. As described above, the third-speed gear is also used as the sub-speed high-speed gear reduction gear pair 117, and the fourth speed is directly connected, so there is no gear. The fifth speed and the sixth speed share the fifth and sixth speed increasing gear pair 114 disposed behind the second speed reducing gear pair 115. As a result, the gear width of 7 sheets in the first embodiment is reduced to 6 sheets.

  The second reduction gear pair 12 is disposed at the rear of the vehicle and is shared with the secondary reduction gear of the motor 8, and the operation of the second transmission mechanism 11 is the same as that of the first embodiment.

  The first speed change mechanism 113 is provided on the counter shaft 5 between the second reduction gear pair 12 and the fifth / sixth speed increasing gear pair 114, and the fifth / sixth speed is provided on the front side of the counter shaft 5. The fifth and sixth speed meshing clutch 113a used at the first and the first speed meshing clutch 113b used at the first speed on the rear side. When the fifth and sixth speed meshing clutch 113a of the first transmission mechanism 113 is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the fifth and sixth speed increasing gear pair 114, and the first speed When the meshing clutch 113b is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the second reduction gear pair 12. Thus, the first speed can be switched between the fifth speed and the sixth speed.

  The third speed change mechanism 116 is provided on the output shaft 4 between the sub-speed high-speed gear reduction gear pair 117 and the second speed reduction gear pair 115, and is used at the third and fourth speeds on the front side of the output shaft 4. And a second speed meshing clutch 116b used at the second speed on the rear side. When the third and fourth speed meshing clutch 116a of the third speed change mechanism 116 is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 through the auxiliary speed high speed reduction gear pair 117 at the third speed, When the power of the low-speed meshing clutch 119a is transmitted rearward as it is and the second-speed meshing clutch 116b is locked, the power of the counter shaft 5 is transmitted to the output shaft 4 via the second speed reduction gear pair 115. It is to be transmitted. Thus, the second speed and the third speed / fourth speed can be switched.

-Driving action-
Next, the operation of the vehicle drive device 101 according to the present embodiment will be described.

  (Start) Normally, the vehicle starts with the motor 8 as shown by the thick dashed arrow in FIG. The second speed change mechanism 11 selects L, the sub speed change mechanism 119 and the first speed change mechanism 113 select the low speed stage and the first speed, respectively, in preparation for drive transmission in the engine 2, and the engine clutch 6 is disconnected. . All other speed change mechanisms are set to N.

  (First Speed) As indicated by a thick solid arrow in FIG. 9, when the vehicle speed increases and it is determined that the driving force of the motor 8 is insufficient, the engine 2 is started and the engine clutch 6 is connected. Is output to the low-speed meshing clutch 119a → the sub-speed low-speed gear reduction gear pair 107 → the second speed reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4. In this way, the second reduction gear pair 12 outputs power that is added to the driving force of the motor 8.

  (Second Speed) As shown in FIG. 10, the shift to the second speed is performed by disengaging the engine clutch 6, switching the first transmission mechanism 113 to N, switching the third transmission mechanism 116 to the second speed, This is done by connecting 6. Since the driving force of the engine 2 is not transmitted during shifting, the output shaft 4 is driven by the motor 8 to reduce shift shock. Only the driving force of the motor 8 is transmitted to the second reduction gear pair 12, and after the shift is completed, the output shaft 4 adds and outputs the driving force of the engine 2.

  At a higher speed than the second speed, the second speed change mechanism 11 connects L at a low vehicle speed and H at a high vehicle speed, and reduces fuel consumption by performing motor assist and regeneration. When the motor H engagement clutch 11b is operated, no power is transmitted to the second reduction gear pair 12.

  (Third Speed) As shown in FIG. 11, the shift to the third speed is performed by disconnecting the engine clutch 6, switching the third transmission mechanism 116 to the third / fourth speed, and connecting the engine clutch 6. Is called. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Fourth Speed) As shown in FIG. 12, the shift to the fourth speed is performed by disconnecting the engine clutch 6, switching the auxiliary transmission mechanism 119 to the high speed stage, and connecting the engine clutch 6. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Fifth Speed) As shown in FIG. 13, for shifting to the fifth speed, the engine clutch 6 is disengaged, the subtransmission mechanism 119 is switched to the low speed stage, the third transmission mechanism 116 is switched to N, and the first transmission mechanism 113 is switched to the fifth and sixth speeds and the engine clutch 6 is connected. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Sixth Speed) As shown in FIG. 14, the shift to the sixth speed is performed by disconnecting the engine clutch 6, switching the auxiliary transmission mechanism 119 to the high speed stage, and connecting the engine clutch 6. Assist during shifting and switching of the motor 8 are performed in the same manner as in the second speed.

  (Reverse) Although not shown, reverse is performed only by the motor 8 as in the first embodiment. Specifically, the engine clutch 6 is disengaged in the same manner as in the (start) mode, and the second transmission mechanism 11 selects L. All other transmission mechanisms are N (neutral). The driving force of the motor 8 is output from the first reduction gear pair 10 → the second reduction gear pair 12 → the motor L meshing clutch 11a → the output shaft 4 in the reverse direction to the starting time.

  As described above, as in the first embodiment, the third speed change mechanism 116 is disposed on the output shaft 4 so that the countershaft side gear is not dragged at a high rotation at a high vehicle speed. The first speed change mechanism 113 is disposed on the counter shaft 5 so that the output shaft side gear is not dragged at a high speed when the engine 2 has a high rotational speed. The first speed meshing clutch 113b is on the countershaft 5, but the motor L meshing clutch 11a is disengaged at high vehicle speeds, so that the countershaft side gear of the second reduction gear pair 12 is not dragged.

-Effect of Embodiment 2-
Therefore, in the vehicle drive device 101 according to the present embodiment, the same effects as those of the first embodiment can be obtained, and by providing the auxiliary transmission mechanism 119 and sharing the transmission gear, the number of gear widths can be reduced. The overall length is further reduced as compared with the first embodiment.

(Other embodiments)
The present invention may be configured as follows with respect to the above embodiment.

  That is, in the above embodiment, one counter shaft is provided, but the same applies when two counter shafts are provided. That is, the first and second reduction gear pairs may be provided between one counter shaft of the two counter shafts and the output shaft, and the second speed change mechanism may be provided on the counter shaft. With this configuration, the components of the transmission can be distributed to the two counter shafts, respectively, so that the axial length is shortened.

  In addition, the above embodiment is an essentially preferable illustration, Comprising: It does not intend restrict | limiting the range of this invention, its application thing, or a use.

  As described above, the present invention includes an engine, a transmission, and a motor, such as a hybrid vehicle, and transmits the driving force of the engine with the transmission and transmits it to the drive wheels via the output shaft. The present invention is useful for a vehicle drive device that can transmit the drive force of a motor to drive wheels via an output shaft.

It is a skeleton figure of the vehicle drive device concerning Embodiment 1 of this invention. It is the schematic which shows the start in the vehicle drive device concerning Embodiment 1 of this invention, the driving mode of 1st speed, and a gear position. FIG. 3 is a diagram corresponding to FIG. 2 showing a second-speed traveling mode and a gear position. FIG. 3 is a view corresponding to FIG. 2 showing a third speed traveling mode and a gear position. FIG. 4 is a diagram corresponding to FIG. 2 and illustrating a fourth speed travel mode and gear positions. FIG. 9 is a diagram corresponding to FIG. 2 showing a fifth-speed traveling mode and gear positions. FIG. 9 is a diagram corresponding to FIG. 2 and illustrating a sixth speed travel mode and gear positions. It is a skeleton figure of the vehicle drive device concerning Embodiment 2 of this invention. It is the schematic which shows the start in the vehicle drive device concerning Embodiment 2 of this invention, the driving mode of 1st speed, and a gear position. FIG. 10 is a diagram corresponding to FIG. 9 illustrating a second-speed travel mode and gear positions. FIG. 10 is a view corresponding to FIG. 9 showing a third speed travel mode and gear positions. FIG. 10 is a diagram corresponding to FIG. 9 illustrating a fourth speed travel mode and gear position. FIG. 10 is a diagram corresponding to FIG. 9 illustrating a fifth-speed traveling mode and gear positions. FIG. 10 is a diagram corresponding to FIG. 9 showing a sixth speed travel mode and gear position.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Engine 3 Input shaft 4 Output shaft 5 Counter shaft 8 Motor 9, 109 Transmission 10 First reduction gear pair 10a Counter shaft side gear 10b Output shaft side gear 11 Second transmission mechanism 12 Second reduction gear pair 13 First transmission mechanism

Claims (4)

An engine, a transmission, and a motor are provided, and the driving force of the engine is shifted by the transmission and transmitted to the driving wheel via the output shaft, and the driving force of the motor can be transmitted to the driving wheel via the output shaft. A vehicle drive device
The motor is installed loosely on the output shaft,
An input shaft connected to the engine and disposed coaxially with the output shaft;
A counter shaft disposed parallel to the output shaft;
A first reduction gear pair provided between the counter shaft and the output shaft and transmitting the driving force of the motor;
At least one gear pair in the transmission path of the transmission provided between the output shaft and the counter shaft is shared as a second reduction gear pair that transmits the driving force of the motor. A vehicle drive device. The vehicle drive device according to claim 1,
The vehicle drive apparatus according to claim 1, wherein the second reduction gear pair is shared with a low-speed transmission path of the transmission. The vehicle drive device according to claim 1,
The counter shaft side gear of the second reduction gear pair is loosely fitted to the counter shaft, and can be engaged with and disengaged from the counter shaft by the first transmission mechanism.
The vehicle drive apparatus according to claim 1, wherein the output shaft side gear of the second reduction gear pair is loosely fitted to the output shaft, and can be freely engaged with and disengaged from the output shaft by a second speed change mechanism. The vehicle drive device according to any one of claims 1 to 3,
It is configured to be able to shift forward 6 speeds and backwards,
A sub-transmission mechanism that switches between a high-speed meshing clutch that connects the fourth speed and the sixth speed and a low-speed meshing clutch that connects the first speed, the second speed, the third speed, and the fifth speed,
The high speed meshing clutch is formed in a cylindrical shape that is loosely fitted to the output shaft, and a gear serving as both a sub-speed high speed reduction gear and a third speed gear on the same axis as the high speed gear meshing clutch, and a third speed And a third- and fourth-speed meshing clutch that performs fourth-speed shifting is connected.

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