JP5275086B2 - Power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output apparatus capable of transmitting combined torque of engine torque and motor torque to a driving shaft and stopping the rotation of a motor according to a situation. <P>SOLUTION: The power output apparatus 1, 1A, including an engine 6, a motor 7, and a transmission 20 having two transmission shafts connected to the engine 6, includes: a power combination mechanism 30 adapted so as to be able to rotate first to third elements differentially from each other. The first element is connected to any one of the two transmission shafts, the second element is connected to a driving shaft 9, 9, and the third element is connected to the motor 7 and connected to a locking mechanism capable of locking the third element. The second element combines the power transmitted from the first element and the power transmitted from the third element, and transmits the combined power to the driving shaft 9, 9. The other transmission shaft of the two transmission shafts transmits power to the driving shaft 9, 9 without going via the power combination mechanism 30. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, and more particularly to a power output apparatus for a hybrid vehicle.

  2. Description of the Related Art Conventionally, for example, a hybrid vehicle power output apparatus including an engine, a motor, a sun gear, a ring gear, a plurality of planetary gears meshed with the sun gear and the ring gear, and a planetary gear mechanism that includes a carrier that supports the plurality of planetary gears. Is known (see, for example, Patent Document 1).

  As shown in FIG. 41, the power output apparatus 100 described in Patent Document 1 includes a first gear 104 as a generator connected to the sun gear 102 of the planetary gear mechanism 101, an engine 106 connected to the carrier 105, and a ring gear 107. The drive shaft 108 is connected to the above. Thereby, the torque of the engine 106 is divided into the ring gear 107 and the sun gear 102 by the planetary gear mechanism 101, and the divided torque divided into the ring gear 107 is transmitted to the drive shaft 108. In the power output device 100 described in Patent Document 1, since the torque of the engine 106 is divided and transmitted to the drive shaft 108, the second motor 109 that supplements the torque to the drive shaft 108 is connected to the ring gear 107. Has been.

JP 2007-290677 A

  However, since the power output apparatus 100 described in Patent Document 1 employs a power split system in which the engine 106 is connected to the carrier 105, the engine torque is always split, and a torque equivalent to the engine torque is supplied to the drive shaft 108. In the case of transmission to the motor, it is necessary to supplement the motor torque from the second motor 109, and there is a problem that the structure becomes complicated and expensive and it is difficult to mount the motor on the vehicle.

  In addition, when adopting a power combining method that can transmit the combined torque of engine torque and motor torque to the drive shaft, the rotation of the motor is stopped due to the amount of power stored in the power storage device (hereinafter referred to as SOC), motor failure, etc. There is a case where it is desired that the engine runs independently in the state where the

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a power output device capable of transmitting a combined torque of an engine torque and a motor torque to a drive shaft and stopping the rotation of the motor in accordance with the situation. Is to provide.

In order to achieve the above object, the invention described in claim 1
An internal combustion engine (for example, an engine 6 in an embodiment described later);
An electric motor (for example, a motor 7 in an embodiment described later);
A first speed change shaft (for example, a first main shaft 11 of an embodiment described later ) is connected to the internal combustion engine via first connecting / disconnecting means (for example, a first clutch 41 and a second clutch 42 of an embodiment described later). , A second intermediate shaft 16) and a second speed change shaft (for example, connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 and a first clutch 41 in the embodiment described later)). A transmission (for example, a transmission 20 of an embodiment described later ) including a second intermediate shaft 16 and a first main shaft 11) of an embodiment described later and a counter shaft (for example, a counter shaft 14 of an embodiment described later). And a power output device (e.g., power output devices 1, 1A, 1B, 1C of embodiments described later),
The transmission includes a power combining mechanism (e.g., an embodiment described later) configured to be capable of differentially rotating first to third elements (e.g., a sun gear 32, a carrier 36, and a ring gear 35 according to an embodiment described later). A power combining mechanism 30 and a planetary gear mechanism 31) and a plurality of drive gears (for example, a third-speed drive gear 23a in an embodiment described later) constituting one of an even-numbered stage and an odd-numbered stage provided on the first transmission shaft. , Fifth speed drive gear 25a or second speed drive gear 22a, fourth speed drive gear 24a), and a plurality of drive gears constituting the other of the even and odd stages provided on the second transmission shaft. (For example, a second-speed drive gear 22a, a fourth-speed drive gear 24a or a third-speed drive gear 23a, and a fifth-speed drive gear 25a in an embodiment described later), and the counter shaft provided on the counter shaft 1 transmission shaft and the second A plurality of driven gears that mesh with the drive gear provided respectively fast axis (e.g., the first common driven gear 23b of the embodiment described later, the second common driven gear 24b) and the provided,
The first element is connected to the first transmission shaft ;
The second element is connected to the countershaft ;
The third element is connected to the electric motor and connected to a lock mechanism (for example, a one-way clutch 61 in an embodiment described later) that can lock the third element.
The second element combines the power transmitted from the first element and the power transmitted from the third element and transmits the combined power to the counter shaft,
The second transmission shaft transmits power to the drive shaft without going through the power combining mechanism;
A power output device characterized by that.

The invention according to claim 2, in addition to the configuration of the invention according to claim 1,
In the torque combined drive capable of transmitting the power transmitted from the first element and the power transmitted from the third element to the drive shaft,
Locking the third element with the locking mechanism to stop the rotation of the electric motor;
By driving the internal combustion engine, power of the internal combustion engine is transmitted to the drive shaft through the first and second elements.
It is characterized by that.

The invention according to claim 3, in addition to the configuration of the invention according to claim 1 or 2,
The lock mechanism is composed of a brake, and the brake is activated during lock control.
It is characterized by that.

In addition to the configuration of the invention described in claim 1 or 2 , the invention described in claim 4
The lock mechanism locks the third element to stop the rotation of the electric motor, and allows the rotation of the third element in only one direction and allows only the electric motor to rotate in the forward direction. A one-way clutch (for example, a one-way clutch 61 in an embodiment described later) that can switch between a state in which the third element is allowed to rotate in both directions and the motor is allowed to rotate in the forward and reverse directions.
The one-way clutch locks the third element during lock control and stops the rotation of the electric motor.
It is characterized by that.

In addition to the structure of the invention in any one of Claims 1-4 , the invention of Claim 5 is
A power storage device that supplies power to the electric motor (for example, a power storage device 82 in an embodiment described later),
The locking mechanism locks the third element and stops the rotation of the electric motor when the SOC of the power storage device is equal to or lower than a first predetermined value and the electric motor cannot be driven;

In addition to the structure of the invention in any one of Claims 1-4 , the invention of Claim 6 is
A power storage device that supplies power to the electric motor (for example, a power storage device 82 in an embodiment described later),
When the SOC of the power storage device is equal to or higher than a second predetermined value and the motor cannot be regenerated, the lock mechanism locks the third element and stops the rotation of the motor.
It is characterized by that.

The invention according to claim 7, in addition to the structure of the invention according to claim 5 or 6,
A drive state prediction device for predicting the drive state;
The lock mechanism locks the third element according to the information of the drive state prediction device and rotates the electric motor when the SOC of the power storage device is not less than the first predetermined value or not more than a second predetermined value. To stop,
It is characterized by that.

The invention according to claim 8, in addition to the configuration of the invention according to any one of claims 1 to 7
A power storage device that supplies power to the electric motor (for example, a power storage device 82 in an embodiment described later);
A temperature detection device that detects the temperature of the power storage device (for example, a temperature detection device 84 in an embodiment described later),
The locking mechanism locks the third element and stops the rotation of the electric motor when the temperature of the power storage device is equal to or lower than a third predetermined value that cannot be normally output;
It is characterized by that.

In addition to the structure of the invention in any one of Claims 1-8 , the invention of Claim 9 is
A control unit for controlling the electric motor;
Wiring for connecting the electric motor and the power storage device,
The locking mechanism locks the third element and stops the rotation of the electric motor when there is a malfunction in at least one of the electric motor, the power storage device, the control unit, and the wiring;
It is characterized by that.

In addition to the structure of the invention described in claim 9 , the invention described in claim 10 includes
A notification means for notifying the driver that the vehicle is in emergency travel when there is a problem with at least one of the electric motor, the power storage device, the control unit, and the wiring;
It is characterized by that.

The invention according to claim 11, in addition to the configuration of the invention according to any one of claims 1 to 10,
The first and second connecting / disconnecting means are start clutches,
It is characterized by that.

According to the power output apparatus of the first aspect, in the power combining mechanism in which the first to third elements rotate differentially with each other, the first element is connected to one of the two transmission shafts, and the second element is Since it is connected to the motor, the third element is connected to the motor, and the second element combines the power transmitted from the first element and the power transmitted from the third element and transmits them to the drive shaft. And the power of the electric motor can be combined and transmitted to the drive shaft.
In addition, since the third element is connected to the electric motor and is connected to a lock mechanism that can lock the third element, when the electric motor cannot be driven, the rotation of the third element is stopped by the lock mechanism and the power combining mechanism By increasing the reduction ratio, it is possible to secure the starting torque of the vehicle and start the vehicle only with the power of the internal combustion engine. Further, by locking the third element, the rotation of the electric motor connected to the third element is stopped, and further failure caused by forcibly rotating the electric motor in a defective state can be suppressed.

Further , since the two speed change shafts are connected to the internal combustion engine through connecting / disconnecting means, one of the two speed change shafts is provided with an odd speed and the other of the two speed change shafts is provided with an even speed. A twin clutch type transmission can be configured by providing a shift stage. Thereby, it is possible to shorten the time for connecting and disconnecting the clutch, and to suppress the shift shock. In addition, since the first element of the power combining mechanism can be connected to any of the transmission shafts, the degree of freedom in design as a hybrid vehicle can be increased.

According to the power output apparatus of the second aspect, the power of the internal combustion engine is transmitted to the drive shaft through the first and second elements by locking the third element by the lock mechanism and stopping the rotation of the electric motor. Therefore, a sufficient reduction ratio can be obtained regardless of the state of the electric motor, the power storage device, etc., and a large torque can be obtained only with the internal combustion engine.

According to the power output apparatus of the third aspect, the mechanism for stopping the rotation of the electric motor can be realized with a simple configuration by configuring the lock mechanism with a brake.

According to the power output device of the fourth aspect , the lock mechanism locks the third element to stop the rotation of the electric motor, and only allows the rotation of the third element in one direction and allows only the rotation of the electric motor in the normal rotation direction. A mechanism that stops the rotation of the motor is realized by configuring a one-way clutch that can switch between a state that allows rotation in both directions of the third element and a state that allows rotation in the forward and reverse directions of the motor. can do. This allows the motor to be set to allow rotation only in the forward rotation direction compared to the case of using a brake. When it is desired to stop the rotation of the motor in the reverse rotation direction, it is mechanically stopped by the one-way clutch. Can be made.

According to the power output device of the fifth aspect , when the SOC of the power storage device is equal to or lower than the first predetermined value and the motor cannot be driven, the third element is locked by the lock mechanism and the rotation of the motor is stopped to thereby stop the rotation of the motor. By increasing the reduction ratio, it is possible to secure the starting torque of the vehicle and start the vehicle only with the power of the internal combustion engine. In addition, when the SOC of the power storage device becomes equal to or lower than the first predetermined value during traveling and a large driving torque is required depending on the traveling state of the vehicle, the third element is locked by the lock mechanism and the rotation of the electric motor is stopped to synthesize power. A large driving torque can be obtained by increasing the reduction ratio of the mechanism.

According to the power output device of the sixth aspect , when the SOC of the power storage device becomes equal to or greater than the second predetermined value during traveling and the motor has to be regenerated depending on the traveling state of the vehicle, but the motor cannot be regenerated, the lock mechanism By locking the third element and stopping the rotation of the electric motor, it is possible to prevent the electric motor from being accompanied when it is not necessary to charge the power storage device any more.

According to the power output device of the seventh aspect , the height difference on the route of the car navigation is confirmed by the driving state prediction device, and when the SOC of the power storage device is equal to or less than the first predetermined value during traveling, it is a downhill Can be recharged with the motor by recognizing the lock mechanism and releasing the lock mechanism. When the SOC of the power storage device is equal to or higher than the second predetermined value, the motor is operated by recognizing the downhill and operating the lock mechanism. Can be prevented. Thus, the drive range of the motor can be widened by recognizing in advance the operation and release of the lock mechanism based on the information of the drive state prediction device.

According to the power output device of the eighth aspect , when the temperature of the power storage device is equal to or lower than the third predetermined value at which normal output cannot be output, the rotation of the motor is stopped by the lock mechanism to increase the reduction ratio of the power combining mechanism. Thus, the starting torque of the vehicle can be secured and the vehicle can be started only by the power of the internal combustion engine.

According to the power output device of the ninth aspect , when the motor does not operate normally due to a failure of the electric motor, the power storage device, the control unit, or disconnection of the wiring, the rotation of the electric motor is stopped by the lock mechanism and the reduction ratio of the power combining mechanism is set. By raising, the starting torque of the vehicle can be secured and the vehicle can be started only by the power of the internal combustion engine.

According to the power output device of the tenth aspect, when there is a malfunction in at least one of the electric motor, the power storage device, the control unit, and the wiring, this is notified to the driver and guided to the service center for emergency traveling. It can be completed in a short time.

According to the power output apparatus of the eleventh aspect , since the first and second connecting / disconnecting means are start clutches, even when the motor is stopped by the lock mechanism, the start clutch having a large clutch capacity is used for starting. Therefore, it is possible to smoothly start the internal combustion engine in an emergency.

It is a figure which shows schematically the power output device which concerns on 1st Embodiment of this invention, and is the II arrow directional view of FIG. It is explanatory drawing which shows the relationship of the transmission mechanism of the power output device of FIG. It is a figure at the time of a stop of torque synthetic mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of acceleration of a torque synthetic | combination mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure which shows the acceleration pattern of a torque synthetic | combination mode, (a) is a speed diagram at the time of fixing the rotation speed of a motor, (b) is a speed diagram at the time of fixing the rotation speed of an engine. It is a flowchart which shows the control flow at the time of the acceleration of torque synthetic | combination mode. (A) is a figure which shows the transmission condition of the torque of the motive power output apparatus in torque composition Pre2 mode, (b) is a figure which shows the transmission condition of the torque of the motive power output apparatus in 2nd mode. It is a figure at the time of assist of 2nd driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 2nd driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of assist of 2nd driving | running | working 2nd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 2nd driving | running | working 2nd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. (A) is a figure which shows the transmission condition of the torque of the motive power output apparatus in 2nd Pre3 mode, (b) is a figure which shows the transmission condition of the torque of the motive power output apparatus in 3rd Pre2 mode. It is a figure at the time of assist of 3rd driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 3rd driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure in motor driving 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure in motor running 1st starting mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a motive power output device. It is a figure in motor running 2nd starting mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a motive power output device. It is a figure at the time of engine starting in the stop, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a motive power output device. It is a figure at the time of charge in the stop, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a motive power output device. It is a figure in motor non-drive mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is the figure which put together the vehicle state of the power output device of 1st Embodiment, and the state of a clutch, the shifter for shifting, a motor, and an engine. It is a figure which shows schematically the power output device which concerns on 2nd Embodiment of this invention, and is a XXII-XXII arrow directional view of FIG. It is explanatory drawing which shows the relationship of the transmission mechanism of the power output device of FIG. It is a figure at the time of assist of 2nd driving | running | working 3rd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 2nd driving | running | working 3rd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. (A) is a figure which shows the transmission condition of the torque of the power output device in 3rd Pre4 mode, (b) is a figure which shows the transmission condition of the torque of the power output device in 4th Pre3 mode. It is a figure at the time of assist of 4th driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 4th driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of assist of 4th driving | running | working 2nd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 4th driving | running | working 2nd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of assist of 4th driving | running | working 3rd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 4th driving | running | working 3rd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. (A) is a figure which shows the transmission condition of the torque of the power output device in 4th Pre5 mode, (b) is a figure which shows the transmission condition of the torque of the power output device in 5th Pre4 mode. It is a figure at the time of assist of 5th driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of charge of 5th driving | running | working 1st mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure in motor driving 2nd mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is a figure at the time of the assist of 1st reverse drive mode, (a) is a speed diagram, (b) is a figure which shows the transmission condition of the torque of a power output device. It is the figure which put together the vehicle state of the power output device of 2nd Embodiment, and the state of a clutch, the shifter for shifting, a motor, and an engine. It is a figure which shows schematically the power output device which concerns on 3rd Embodiment of this invention. It is a figure which shows schematically the power output device which concerns on 4th Embodiment of this invention. It is a figure showing roughly the power output device given in patent documents 1.

Each embodiment of the present invention will be specifically described with reference to the drawings.
<First Embodiment>
FIG. 1 schematically shows a power output apparatus 1 according to a first embodiment of the present invention. The power output apparatus 1 is for driving drive wheels DW and DW via drive shafts 9 and 9 of a vehicle (not shown), and is an internal combustion engine (hereinafter referred to as “engine”) 6 as a drive source. An electric motor (hereinafter referred to as “motor”) 7, a transmission 20 for transmitting power to the drive wheels DW, DW, a power combining mechanism 30, a differential gear mechanism 8, and drive shafts 9, 9. .

  The engine 6 is, for example, a gasoline engine, and a first clutch 41 (first connecting / disconnecting means) and a second clutch (second connecting / disconnecting means) are connected to a crankshaft 6 a of the engine 6. Here, the first clutch 41 and the second clutch 42 are configured as starting clutches having a large clutch capacity.

  The motor 7 is a three-phase brushless DC motor, and includes a stator 71 composed of 3n armatures 71 a and a rotor 72 disposed so as to face the stator 71. Each armature 71a includes an iron core 71b and a coil 71c wound around the iron core 71b. The armature 71a is fixed to a casing (not shown) and is arranged at substantially equal intervals in the circumferential direction around the rotation axis. Yes. The 3n coils 71c constitute n sets of U-phase, V-phase, and W-phase three-phase coils.

  The rotor 72 has n permanent magnets 72a arranged at substantially equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72a are different from each other. Each permanent magnet 72a is attached to the outer peripheral surface of the ring gear 35 of the power synthesizing mechanism 30, which will be described later, via a ring-shaped fixing portion 72b made of a soft magnetic material (for example, iron). With this configuration, the rotor 72 is rotatable integrally with the ring gear 35.

  The power combining mechanism 30 includes a single pinion type planetary gear mechanism 31. Specifically, a sun gear 32 (first element, third element) and a ring gear 35 (first element, first element) arranged coaxially with the sun gear 32 and arranged to surround the sun gear 32. 3 elements), a planetary gear 34 meshed with the sun gear 32 and the ring gear 35, and a carrier 36 (second element) that supports the planetary gear 34 so as to be capable of rotating and revolving. In this way, the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.

  In the planetary gear mechanism 31, the sun gear 32 and the ring gear 35 receive reaction forces in opposite directions, so that when the engine 6 is on the driving side, the motor 7 rotates the motor 7 on the opposite side to the rotation direction of the engine 6. When the motor 7 is on the drive side, the reaction force acts so that the engine 6 rotates in the direction opposite to the rotation direction of the motor 7. When both the engine 6 and the motor 7 are driven, the power transmitted from the ring gear 35 and the power transmitted from the sun gear 32 are combined via the carrier 36.

  The ring gear 35 is connected to a one-way clutch 61 configured to lock the ring gear 35 with respect to a housing 60 that houses at least a part of the power output apparatus 1. The one-way clutch 61 includes electric drive switching means, and by driving the switching means, the one-way clutch 61 locks the ring gear 35 and stops the rotation of the rotor 72 attached to the outer peripheral surface of the ring gear 35; A one-way state in which the one-way clutch 61 allows only rotation in one direction of the ring gear 35 and allows only rotation in the forward rotation direction of the rotor 72, and allows rotation in both directions of the ring gear 35 by idling and allows forward rotation and reverse rotation of the rotor 72. It is configured to be able to take three states, an idling state that allows rotation in both directions.

  The transmission 20 is a so-called twin clutch transmission that includes at least two transmission mechanisms and two transmission shafts connected to the first clutch 41 and the second clutch 42 described above. The power output apparatus 1 of the present embodiment is provided with two transmission mechanisms, a second speed transmission gear pair 22 and a third speed transmission gear pair 23 having a smaller gear ratio than the second speed transmission gear pair 22. It is a step transmission.

  More specifically, the transmission 20 is parallel to the first main shaft 11 (first transmission shaft), the second main shaft 12, the connecting shaft 13, and the rotation axis A1 arranged on the same axis (rotation axis A1). A counter shaft 14 that is rotatable about the arranged rotation axis B1, a first intermediate shaft 15 (intermediate shaft) that is rotatable about the rotation axis C1 arranged in parallel to the rotation axis A1, and a rotation axis A1. A second intermediate shaft 16 (second transmission shaft) that is rotatable about a rotation axis D1 disposed in parallel.

  A first clutch 41 is connected to the first main shaft 11 on the engine 6 side, and a sun gear 32 of the planetary gear mechanism 31 is attached to the side opposite to the engine 6 side. The first clutch 41 moves from the crankshaft 6 a to the sun gear 32. The power transmission can be connected and disconnected.

  The second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side, and is fixed to a case ring (not shown). 12a is supported. A second clutch 42 is connected to the second main shaft 12 on the engine 6 side, and an idle drive gear 27a is attached to the opposite side of the engine 6 side. The second clutch 42 causes the idle drive gear 27a from the crankshaft 6a. Power transmission to can be connected and disconnected.

  The connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 opposite to the engine 6 side, and is fixed to a casing (not shown). It is supported by the bearing 13a. Further, the third speed drive gear 23a is attached to the connecting shaft 13 on the engine 6 side, and the carrier 36 of the planetary gear mechanism 31 is attached to the opposite side of the engine 6 side across the bearing 13a. Therefore, the carrier 36 attached to the connecting shaft 13 and the third-speed drive gear 23a are configured to rotate integrally by the revolution of the planetary gear 34.

  Further, the first main shaft 11 is provided with a first shifter 51 for connecting or releasing the first main shaft 11 and the third speed drive gear 23a attached to the connecting shaft 13 for the first speed change. When the shifter 51 is in-gear at the third-speed connection position, the first main shaft 11 and the third-speed drive gear 23a are connected to rotate integrally, and when the first shifter 51 is in the neutral position, The main shaft 11 and the third speed drive gear 23a are released and rotate relative to each other. When the first main shaft 11 and the third speed drive gear 23a rotate together, the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the third speed drive gear 23a by the connecting shaft 13 are provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 31 is locked and integrated.

  The counter shaft 14 is rotatably supported by bearings 14 a and 14 b fixed to a casing (not shown) at both ends, and the counter shaft 14 meshes with a third speed drive gear 23 a attached to the connecting shaft 13. A third gear driven gear 23b and a final gear 26a meshing with the differential gear mechanism 8 are attached. The final gear 26 a is connected to the differential gear mechanism 8, and the differential gear mechanism 8 is connected to the drive wheels DW and DW via the drive shafts 9 and 9. Therefore, the power transmitted to the third speed driven gear 23b is output from the final gear 26a to the drive shafts 9 and 9, and the counter shaft 14 is configured as an output shaft in the power output apparatus 1. The third-speed driven gear 23b and the third-speed drive gear 23a constitute a third-speed gear pair 23.

  The first intermediate shaft 15 is rotatably supported by bearings 15a and 15b fixed to a casing (not shown) at both ends. The first intermediate shaft 15 meshes with an idle drive gear 27a attached to the second main shaft 12. A first idle driven gear 27b is attached. Further, the first intermediate shaft 15 is provided with a reverse drive gear 28 a that can rotate relative to the first intermediate shaft 15. The reverse drive gear 28 a is a third-speed driven gear attached to the counter shaft 14. The reverse gear pair 28 is configured together with the gear 23b and the third speed driven gear 23b. Further, the first intermediate shaft 15 is provided with a reverse shifter 53 for connecting or releasing the first intermediate shaft 15 and the reverse drive gear 28a. When the reverse shifter 53 is in-gear at the reverse connection position, When the first idle driven gear 27b and the reverse drive gear 28a attached to the first intermediate shaft 15 rotate integrally, and the reverse shifter 53 is in the neutral position, the first idle driven gear 27b and the reverse drive gear 28a rotates relatively.

  The second intermediate shaft 16 is rotatably supported at both ends by bearings 16a and 16b fixed to a casing (not shown). The second intermediate shaft 16 is a first idle driven gear attached to the first intermediate shaft 15. A second idle driven gear 27c that meshes with 27b is attached. The second idle driven gear 27c constitutes an idle gear train 27 together with the idle drive gear 27a and the first idle driven gear 27b described above. The second intermediate shaft 16 is provided with a second speed drive gear 22a that can rotate relative to the second intermediate shaft 16, and the second speed drive gear 22a is provided on the counter shaft 14. The second-speed gear pair 22 is configured together with the third-speed driven gear 23b and meshed with the third-speed driven gear 23b. Further, the second intermediate shaft 16 is provided with a second shift shifter 52 for connecting or releasing the second intermediate shaft 16 and the second speed drive gear 22a. The second shift shifter 52 is connected to the second speed shift gear 52a. When in-gearing at the connecting position, the second idle driven gear 27c attached to the second intermediate shaft 16 and the second speed drive gear 22a rotate together, and the second shifter 52 is in the neutral position. The second idle driven gear 27c and the second speed drive gear 22a rotate relative to each other.

  Accordingly, the transmission 20 is provided with the third-speed drive gear 23a that is an odd number of gears around the first main shaft 11 that is one of the two gears, and the other gear of the two gears. The second intermediate shaft 16 that is the shaft is provided with a second-speed drive gear 22a that is an even-numbered gear stage, and the sun gear 32 of the planetary gear mechanism 31 that constitutes the power combining mechanism 30 is attached to the first main shaft 11. It is configured.

  The power output apparatus 1 configured as described above is configured in a ring shape so that the transmission 20 is disposed between the engine 6 and the motor 7 along the rotation axis A1 and the motor 7 surrounds the outside of the power combining mechanism 30. ing. More specifically, part or all of the rotor 72 constituting the motor 7, the stator 71, or the coil 71 c (crossover winding portion) wound around the stator 71 is axially connected to the planetary gear mechanism 31. It is arranged overlapping.

  The first shifter 51, the second shifter 52, and the reverse shifter 53 can use, for example, a meshing clutch such as a dog clutch. In this embodiment, the connecting shafts or the connecting shafts are used. And a clutch mechanism having a synchronization mechanism (synchronizer mechanism) for matching the rotation speed of the gear.

  With the above configuration, the crankshaft 6a of the engine 6 is connected to the first main shaft 11 and the third speed gear pair by connecting the first clutch 41 and in-gearing the first transmission shifter 51 at the third speed connection position. 23 (third speed drive gear 23a, third speed driven gear 23b), counter shaft 14, final gear 26a, differential gear mechanism 8, and drive shafts 9 and 9 are connected to drive wheels DW and DW. ing. Hereinafter, a series of paths from the first main shaft 11 to the drive shafts 9 and 9 is appropriately referred to as a “first transmission path”.

  The crankshaft 6a of the engine 6 is connected to the second main shaft 12, the idle gear train 27a (idle drive gear 27a) by connecting the second clutch 42 and in-gearing the second shifter shifter 52 at the second speed connection position. , First idle driven gear 27b, second idle driven gear 27c), second intermediate shaft 16, second speed gear pair 22 (second speed drive gear 22a, third speed driven gear 23b), counter shaft 14 , The final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 are connected to the drive wheels DW and DW. Hereinafter, a series of paths from the second main shaft 12 to the drive shafts 9 and 9 are appropriately referred to as “second transmission paths”.

  Further, the carrier 36 of the power combining mechanism 30 includes a connecting shaft 13, a third speed gear pair 23 (a third speed driving gear 23a, a third speed driven gear 23b), a counter shaft 14, a final gear 26a, a differential gear. It is connected to drive wheels DW and DW via a gear mechanism 8 and drive shafts 9 and 9. Hereinafter, a series of paths from the carrier 36 to the drive shafts 9 and 9 is appropriately referred to as a “third transmission path”.

  Here, the power output apparatus 1 according to the present invention connects the carrier 6 through the third transmission path by the combined power of the engine 6 and the power of the motor 7 transmitted from the sun gear 32 by connecting the first clutch 41. The power combining mechanism 30 and the third transmission path are configured so that the power transmitted to the drive shafts 9 and 9 becomes the starting gear, that is, the torque corresponding to the first speed.

  In addition, the power output device 1 of the present embodiment is provided with a power supply device 81 that transmits and receives power to and from the motor 7. The power supply device 81 includes a power storage device 82 such as a secondary battery, and a battery or a capacitor can be used as the power storage device 82. The power storage device 82 and the motor 7 are connected via an inverter (control unit) (not shown) that controls the motor 7, and the power storage device 82 detects the SOC of the power storage device 82 and the temperature of the power storage device 82. Is connected to a temperature detecting device 84 for detecting. The power supply device 81 may include a fuel cell system (not shown) in addition to the power storage device 82. This fuel cell system is a system that obtains an electromotive force by reacting hydrogen and oxygen, and can supply the generated power to a motor or charge a power storage device.

Next, the vehicle control system will be described. An electronic control device 85 is provided as a controller. The electronic control device 85 includes detection signals from various sensors and switches, for example, an acceleration request, a braking request, While the engine speed, the motor speed, the rotation speeds of the first and second main shafts 11 and 12, the rotation speed of the counter shaft 14 and the like are input from the electronic control unit 85, a signal for controlling the engine 6, Signals for controlling the motor 7, signals indicating the power generation state / charge state / discharge state in the power supply device 81, signals for controlling the first and second shift shifters 51 and 52, the reverse shifter 53, and switching of the one-way clutch 61 A signal for controlling the means is output. The electronic control device 85 is connected to comparison means (not shown), compares the control signal output from the electronic control device 85 with the detection signal input to the electronic control device 85, and related equipment such as the motor 7 and the power storage device. It is configured to be able to recognize the failure of the device 82 and the inverter and the disconnection of the wiring connecting them.
Further, this vehicle is provided with a driving state prediction device (not shown), and the driving state prediction device can confirm in advance the height difference on the route of the car navigation.

As shown in FIG. 21, the power output apparatus 1 configured as described above has a running function of torque synthesis drive, normal running, motor running, engine start during motor running, parking, and motor non-driving running. The torque synthesis drive is a state in which only the first clutch 41 is connected and the engine 6 and the planetary gear mechanism 31 are connected and no gear is engaged (for example, the second shifter 52 is in gear). Also includes a state in which the second clutch 42 is disengaged), and means traveling with a driving force equivalent to the first speed without using the first gear.
Furthermore, the above-described one-way clutch 61 is set to a locked state only when the motor is not driven, which will be described later. For other driving functions, such as torque synthesis drive, normal driving, motor driving, engine starting during motor driving, and parking, The one-way state or the idling state is set, and the idling state is set unless otherwise specified. In the figure, when the one-way clutch 61 is set to the locked state and the rotation of the motor 7 is stopped, “lock ON” is set, and the one-way clutch 61 is set to the one-way state or the idling state and at least the forward rotation direction of the motor 7 is set. The state in which the rotation of the motor is allowed to be “lock OFF”.

First, a state in which the power output device 1 is stopped in the torque synthesis mode will be described.
FIG. 3B shows a state where the engine 6 is idling with the first clutch connected. At this time, the torque of the engine 6 is transmitted from the first main shaft 11 to the sun gear 32. However, because the torque of the engine 6 is small, the planetary gear 34 rotates without being revolved by the torque of the sun gear 32 and is transmitted to the ring gear 35. Since the ring gear 35 rotates in the opposite direction to the rotational direction of the sun gear 32, the motor 7 regenerates by rotating in the reverse direction here. Accordingly, as shown in the velocity diagram of FIG. 3A, the sun gear 32 and the ring gear 35 are rotated in the forward direction around the carrier 36 where the revolution has stopped, and the ring gear 35 is rotated in the reverse direction. ing. As a result, during idling of the engine 6, slip can be absorbed by the planetary gear mechanism 31 as the power combining mechanism 30.

  In the speed diagram of FIG. 3A, the stop position of the motor 7 is 0, the right side is the forward direction, the left side is the reverse direction, the sun gear 32 is “S”, the carrier 36 is “C”, and the ring gear 35 is Each is represented by “R”. The same applies to the velocity diagram described later. Further, in a diagram (for example, FIG. 4B) showing a torque transmission state to be described later, a thick arrow with hatching represents a torque flow, and hatching in the arrow represents a speed diagram (for example, FIG. 4A). ) Corresponding to the hatching of the arrow indicating the torque. Further, the forward rotation direction of the motor 7 refers to the direction in which the forward torque is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9, and the reverse rotation direction refers to the drive wheel DW via the drive shafts 9 and 9. , DW is a direction in which reverse torque is transmitted to DW.

Next, the acceleration state of torque synthesis drive in the power output apparatus 1 will be described.
As an acceleration pattern, (i) the rotational speeds of the motor 7 and the engine 6 are both increased as shown in FIG. 4 (a), or (ii) the rotation of the motor 7 is performed as shown in FIG. 5 (a). (Iii) As shown in FIG. 5B, this is done by increasing the rotational speed of the motor 7 without changing the rotational speed of the engine 6, as shown in FIG. It is. In the case of (i), the driving force of the vehicle is determined by the combined power of the power of the engine 6 and the power of the motor 7. In the case of (ii), the driving force of the vehicle is determined by the power of the engine 6, and (iii) In this case, the driving force of the vehicle is determined by the power of the motor 7.

  Normally, the acceleration state (i) is selected, but the case where the acceleration state (ii) is selected is, for example, a case where the SOC of the power storage device 82 is small. For example, when the SOC of the power storage device 82 decreases on a slope or the like, the engine torque is increased as shown in FIG. A driving force can be transmitted. Therefore, even when the SOC of the power storage device 82 decreases in this hybrid vehicle, it is possible to run at low speed while regenerating the motor 7 and charging, and this corresponds to the case where the SOC of the power storage device 82 decreases during traveling. it can.

On the other hand, the case of selecting the acceleration state (iii) is set, for example, when the SOC of the power storage device 82 is large. Since the regenerative energy cannot be charged any more when the SOC of the power storage device 82 is large, the SOC of the power storage device 82 can be reduced by driving using the motor 7 to improve the use efficiency of the regenerative energy. .
In addition, when the rotational speed of the engine 6 is too high with respect to the motor 7, an overrev is induced, and when the rotational speed of the motor 7 is excessively high with respect to the engine 6, an engine stall is induced. Therefore, the balance between the engine 6 and the motor 7 is controlled. It is necessary.

  Taking the case of (i) as an example, the control during vehicle acceleration in the torque synthesis mode will be described. As shown in FIG. 4A, the normal rotation transmitted from the sun gear 32 is increased by increasing the engine torque and the motor torque. The engine torque in the direction and the motor torque in the forward direction transmitted from the ring gear 35 are combined by the carrier 36, and the carrier torque in the forward direction obtained by combining the engine torque and the motor torque acts on the carrier 36. As a result, the carrier 36 revolves around the sun gear 32, and this carrier torque becomes the total driving force and is transmitted to the drive wheels DW and DW via the third transmission path as shown in FIG. Can be accelerated.

Here, an engine and motor control flow in FIGS. 4A and 4B will be described with reference to FIG.
The power control device as the required power setting means first sets the required power to be transmitted to the drive shafts 9 and 9 (S1). Subsequently, the power control device drives the engine 6 in an appropriate drive region of the engine 6 (S2), determines whether or not the rated output of the motor 7 is exceeded (S3), and when the rated output of the motor 7 is exceeded. Is driven at the rated output of the motor 7 and controls the rotational speed of the engine 6 (S4). On the other hand, if the rated output of the motor 7 is not exceeded, it is determined whether or not the maximum rotational speed of the motor 7 is exceeded (S5). As a result, if the maximum rotational speed of the motor 7 is not exceeded, the motor 7 is driven while the engine 6 is driven in the appropriate drive region (S6). If the maximum rotational speed of the motor 7 is exceeded, the motor 7 The engine is driven at the maximum rotation speed and the rotation speed of the engine 6 is controlled (S7). Note that the appropriate drive region of the engine 6 refers to a region where the efficiency of the engine 6 is not significantly deteriorated.
As described above, the engine 6 is driven within the maximum rotation range from the engine stall region where the engine stall does not occur, and is preferably driven in the appropriate drive region of the engine 6, and the combined power synthesized by the required power and the combined power mechanism 30. And controlling the power of the motor 7 and driving the motor 7 within a range not exceeding the rated output of the motor 7 and the maximum rotational speed, it is possible to suppress the occurrence of problems in the engine 6 and the motor 7.

Next, control of the power output apparatus 1 that shifts up from torque synthesis mode traveling to second speed traveling will be described.
From the acceleration state in the torque synthesis mode of FIG. 4B in which only the first clutch 41 is connected, as shown in FIG. 7A, the second shifter shifter 52 is in-gear at the second speed connection position, The second intermediate shaft 16 and the second speed drive gear 22a are connected (torque synthesis Pre2 mode). Subsequently, when the first clutch 41 is disconnected and the second clutch 42 is connected, the power of the engine 6 is transmitted to the drive shafts 9 and 9 through the second transmission path as shown in FIG. 7B. Second speed running is realized (2nd mode).

Next, a description will be given of a case where assist or charging by the motor 7 is performed in two modes (2nd traveling first mode and 2nd traveling second mode) during traveling in the 2nd mode.
As shown in FIG. 8B, the 2nd traveling first mode is realized by further connecting the first clutch 41 from the state in which the second clutch 42 in FIG. 7B is connected. This is because, by connecting the first clutch 41, in the second speed traveling that travels via the second speed gear pair 22, the third speed drive gear 23a and the third speed driven gear 23b are rotated by meshing. By utilizing the fact that the rotational speed of the sun gear 32 connected to the engine 6 via the first main shaft 11 is always increased by connecting the first clutch 41 to the rotational speed of the carrier 36 to be This means that the ratio between the motor 6 and the motor 7 is created. If the rotational speed of the carrier 36 is lower than the rotational speed of the sun gear 32 due to the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30, the virtual fulcrum P of the planetary gear mechanism 31 is positioned upward in FIG. Is always lower than the rotation number of the carrier 36.

  When assisting with the motor 7 in this mode, as shown in FIGS. 8A and 8B, the motor torque transmitted from the ring gear 35 is applied by applying the motor torque in the forward rotation direction from the motor 7. The combined torque of the forward rotation torque transmitted from the sun gear 32 is transmitted as a carrier torque to the carrier 36, and this carrier torque is transferred to the third speed by the meshing of the third speed driving gear 23a and the third speed driven gear 23b. 3rd torque is transmitted from the drive gear 23a to the third speed driven gear 23b. Further, since the reaction force in the direction opposite to the motor torque, in this case the reverse rotation direction, acts on the sun gear 32 due to meshing with the planetary gear 34 and is transmitted to the first main shaft 11, the reaction force in the sun gear 32 is subtracted from the engine torque. The secondary torque is transmitted as the 2nd torque from the second main shaft 12 to the second speed gear train 22 via the idle gear train 27. The counter shaft 14, here the third speed driven gear 23 b, is the sum of the 3rd torque and the 2nd torque, which is driven through the final gear 26 a, the differential gear mechanism 8, and the drive shafts 9, 9 as the total drive force. It is transmitted to the wheels DW and DW. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 9 (a) and 9 (b), the motor 7 is now regenerated and used as a load, so that the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. As a result, a reaction force in the forward rotation direction acts on the sun gear 32 via the planetary gear 34 and is transmitted to the first main shaft 11. Therefore, a secondary torque obtained by adding the engine torque and the reaction force of the sun gear 32 is added to the second main shaft 12. To the second gear pair 22 through the idle gear train 27 as 2nd torque. Further, due to the meshing of the third-speed drive gear 23a and the third-speed driven gear 23b, the reverse-direction carrier torque acts on the third-speed driven gear 23b and is transmitted to the carrier 36 as 3rd torque. Accordingly, the torque obtained by subtracting the 3rd torque from the 2nd torque in the counter shaft 14, here the third speed driven gear 23 b, is the driving wheel via the final gear 26 a, the differential gear mechanism 8, and the driving shafts 9, 9 as the total driving force. It is transmitted to DW and DW. As a result, the motor 7 can be charged while driving the vehicle.

Next, a case where assist or charging by the motor 7 is performed in the 2nd traveling second mode will be described.
In the 2nd traveling second mode, as shown in FIG. 10B, the first shifter 51 is in-geared at the third speed connection position from the state where the second clutch 42 in FIG. 7B is connected. It is realized by. By in-gearing the first speed-shifting shifter 51 at the third-speed connection position, the first main shaft 11 and the third-speed driving gear 23a are connected and rotated integrally, and inevitably connected to the first main shaft 11. The carrier 36 connected to the sun gear 32 and the third speed drive gear 23a via the connecting shaft 13 rotates integrally.

  As the sun gear 32 and the carrier 36 rotate together, the ring gear 35 also rotates together, and the planetary gear mechanism 31 is locked. Therefore, moving the first shifter 51 to the third speed connection position and in-gearing forcibly creates a state in which the engine 6 and the motor 7 have the same rotational speed, that is, a ratio of 1. Means. In this case, if the rotational speed of the sun gear 32 and the rotational speed of the carrier 36 are equal from the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30, the virtual fulcrum P of the planetary gear mechanism 31 is located at infinity in FIG. Will be.

  When assisting with the motor 7 in this mode, as shown in FIGS. 10A and 10B, the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7. The combined torque of the motor torque and the forward rotation direction torque transmitted from the sun gear 32 is transmitted to the carrier 36 as the carrier torque. The sun gear 32 is engaged with the planetary gear 34 to react with the reaction force in the direction opposite to the motor torque, in this case, in the reverse direction, and the first main shaft 11 and the third speed drive gear 23a by the first shifter 51 are connected. , The reaction force of the sun gear 32 is extracted from the carrier torque. Then, 3rd torque obtained by extracting the reaction force of the sun gear 32 from the carrier torque by the meshing of the third speed drive gear 23a and the third speed driven gear 23b is transmitted to the third speed driven gear 23b. Further, the engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear train 22 via the idle gear train 27. The counter shaft 14, here the third speed driven gear 23 b, is the sum of the 3rd torque and the 2nd torque, which is driven through the final gear 26 a, the differential gear mechanism 8, and the drive shafts 9, 9 as the total drive force. It is transmitted to the wheels DW and DW. As a result, the engine 7 can be assisted with the motor 7. Here, the 3rd torque is equal to the motor torque. When the planetary gear mechanism 31 is locked, the motor torque is transmitted to the counter shaft 14 as it is, and the engine torque and the motor torque are transmitted to the drive shafts 9 and 9 as they are.

  When charging with the motor 7 in this mode, as shown in FIGS. 11 (a) and 11 (b), the motor 7 is regenerated and used as a load, so that the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. The sun gear 32 is engaged with the planetary gear 34 to react with the reaction force in the direction opposite to the motor torque, here the forward rotation direction, and the first main shaft 11 and the third speed drive gear 23a by the first shifter 51. The reaction force of the sun gear 32 is extracted from the carrier torque. The torque obtained by subtracting the reaction force of the sun gear 32 from the carrier torque due to the meshing of the third speed drive gear 23a and the third speed driven gear 23b is transmitted from the third speed gear pair 23 to the carrier 36 as 3rd torque. The The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear train 22 via the idle gear train 27. Accordingly, the torque obtained by subtracting the 3rd torque from the 2nd torque in the counter shaft 14, here the third speed driven gear 23 b, is the driving wheel via the final gear 26 a, the differential gear mechanism 8, and the driving shafts 9, 9 as the total driving force. It is transmitted to DW and DW. As a result, the motor 7 can be charged while driving the vehicle.

Next, control for shifting up from second speed travel to third speed travel will be described.
While traveling in the 2nd mode shown in FIG. 7 (b), as shown in FIG. 12 (a), the first shifter 51 is in-gear at the third speed connecting position, and the first main shaft 11 and the third speed are used. The drive gear 23a is connected. (2nd Pre3 mode). Subsequently, by disengaging the second clutch 42 and connecting the first clutch 41, the torque of the engine 6 is transmitted to the drive wheels DW and DW via the first transmission path as shown in FIG. 12 (b). Third speed running is realized (3rd Pre2 mode).
If the second shifter 52 is in-gear at the second speed connecting position, the second intermediate shaft 16, the first intermediate shaft 15, and the second main shaft 12 are moved together. It is preferable to move to the neutral position (3rd mode).

Next, a case where assist or charging by the motor 7 is performed during the third speed traveling will be described. Hereinafter, a description will be given from a state (3rd mode) in which the second shifter 52 is in the neutral position. In addition, the mode shown below is called 3rd driving | running | working 1st mode for convenience.
In this state, the planetary gear mechanism 31 is rotated integrally to force the rotational speeds of the engine 6 and the motor 7 to coincide with each other, that is, the ratio is 1, and the first shifter 51 is moved to the third position. Already produced by in-gearing at the speed connection position.

  When assisting with the motor 7 in this mode, as shown in FIGS. 13A and 13B, the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7 is applied. The combined torque of the motor torque and the forward rotation direction torque from the sun gear 32 acts on the carrier 36 as the carrier torque. The sun gear 32 is engaged with the planetary gear 34 to transmit a reaction force in the direction opposite to the motor torque, here, the reverse direction, and is transmitted to the first main shaft 11. Therefore, the torque obtained by subtracting the reaction force of the sun gear 32 from the engine torque is transmitted to the first main shaft 11, and the first main shaft 11 and the third speed drive gear 23a are connected by the first speed change shifter 51, thereby 1 main shaft 11 transmits to the third speed gear pair 23 as 3rd Dog torque. Then, in the third speed drive gear 23a, the 3rd Dog torque and the carrier torque are added, and the added torque is used as a total drive force for the third speed driven gear 23b, the final gear 26a, the differential gear mechanism 8, the drive shaft 9, 9 is transmitted to the drive wheels DW and DW. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 14 (a) and 14 (b), the motor 7 is regenerated and used as a load, so that the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. Further, a reaction force in the direction opposite to the motor torque, here the forward rotation direction, acts on the sun gear 32 due to meshing with the planetary gear 34 and is transmitted to the first main shaft 11. Accordingly, the torque obtained by adding the engine torque and the reaction force of the sun gear 32 is transmitted to the first main shaft 11, and the first main shaft 11 and the third speed drive gear 23 a are connected by the first shifter 51. It is transmitted from the first main shaft 11 to the third speed drive gear 23a as 3rdDog torque. Further, in the third-speed drive gear 23a, the carrier torque in the reverse direction is extracted from the 3rd Dog torque. Accordingly, the torque obtained by subtracting the carrier torque from the 3rd Dog torque is transmitted to the drive wheels DW and DW via the third speed driven gear 23b, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 as the total drive force. The As a result, the motor 7 can be charged while driving the vehicle.

Next, motor travel in the power output apparatus 1 will be described.
In addition, the mode shown below is called motor driving 1st mode for convenience.
As shown in FIG. 15B, the first motor traveling mode is realized by in-gearing the first shifter 51 at the third speed connection position and disconnecting the first and second clutches 41 and 42. . By disconnecting the first and second clutches 11 and 12, power transmission with the engine 6 is cut off. Further, by moving the first shifter 51 for shifting to the third speed connecting position and in-gearing, the planetary gear mechanism 31 is locked as described above, and the rotational speeds of the engine 6 and the motor 7 are forcibly matched. A state with a ratio of 1 is created.

  In this state, by applying a motor torque in the forward direction to the motor 7, the power of the motor 7 is transmitted from the planetary gear mechanism 31 to the drive shafts 9 and 9 via the third speed gear pair 23. More specifically, the combined torque of the forward direction motor torque transmitted from the ring gear 35 and the forward direction torque from the sun gear 32 is transmitted to the carrier 36 as a carrier torque. The sun gear 32 is engaged with the planetary gear 34 to react with the reaction force in the direction opposite to the motor torque, in this case, in the reverse direction, and the first main shaft 11 and the third speed drive gear 23a by the first shifter 51 are connected. , The reaction force of the sun gear 32 is extracted from the carrier torque. Then, the final gear 26a, the differential gear mechanism 8, and the torque obtained by extracting the reaction force of the sun gear 32 from the carrier torque by the meshing of the third speed driving gear 23a and the third speed driven gear 23b as the total driving force. It is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9. As a result, the vehicle can be driven only by the torque of the motor 7.

Next, engine starting during motor running in the power output apparatus 1 will be described.
A case where the engine 6 is started in two modes (hereinafter referred to as a motor traveling first start mode and a motor traveling second start mode) will be described as a case where the engine 6 is started while the vehicle is traveling on the motor.
As shown in FIG. 16B, the motor running first start mode is realized by connecting the first clutch 41 during the motor running shown in FIG. 15B. By connecting the first main shaft 11 and the third speed drive gear 23a by the first speed change shifter 51, the reaction force in the reverse direction of the sun gear 32 is extracted from the carrier torque in the normal direction, and the first clutch 41 is connected. The starting torque in the reverse direction is extracted. Therefore, a torque obtained by subtracting the 3rd Dog torque obtained by adding the reaction force of the sun gear 32 and the starting torque from the carrier torque is transmitted to the third speed driven gear 23b, and the final gear 26a, the differential gear mechanism 8, It is transmitted to the drive wheels DW and DW via the drive shafts 9 and 9. Further, the starting torque transmitted to the first main shaft 11 causes the first main shaft 11 to crank the crank shaft 6 a of the engine 6 and ignite the engine 6. As a result, the engine 6 can be started while the motor is running. After the engine 6 is started, the torque synthesizing mode is set by returning the third speed shifter 51 to the neutral position.

  In the motor running second start mode, as shown in FIG. 17 (b), the second shifter 52 is in-geared at the second speed connecting position and the second clutch 42 during the motor running shown in FIG. 15 (b). It is realized by connecting. By connecting the first main shaft 11 and the third speed drive gear 23a by the first shifter 51 for shifting, the torque obtained by extracting the reaction force in the reverse direction of the sun gear 32 from the carrier torque in the forward direction is defined as 3rd torque. Is transmitted to the driven gear 23b. Further, due to the meshing of the third speed driven gear 23b and the second speed drive gear 23a, a starting torque in the reverse direction acts on the second speed drive gear 23a. Therefore, the torque obtained by subtracting the starting torque from the 3rd torque obtained by subtracting the reaction force of the sun gear 32 from the carrier torque is the total driving force, and the drive wheels DW, DW are passed through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9, 9. Is transmitted to. Further, the second main shaft 12 brings the crankshaft 6 a of the engine 6 with the starting torque transmitted from the third speed driven gear 23 b to the second speed gear train 22, the idle gear train 27, and the second main shaft 12. Cranking can be performed and the engine 6 can be ignited. As a result, the engine 6 can be started while the motor is running. After the engine 6 is started, the second speed shifter 52 is returned to the neutral position, the second clutch 42 is disconnected, and the first clutch 41 is connected to enter the torque synthesis mode.

Next, engine start during vehicle stop, so-called parking will be described.
When starting the engine 6 while the vehicle is stopped, first, the first clutch 41 is connected, and the engine 6 and the motor 7 are connected via the first main shaft 11 and the power combining mechanism 30, and FIG. As shown in FIG. 5, the motor 7 is rotated in the reverse direction by applying the reverse motor torque to the motor 7, and is forwardly rotated from the final gear 26a by a parking mechanism or a vehicle travel stabilization device (hereinafter referred to as VSA) (not shown). The rotation of the carrier 36 is stopped (locked) by applying a lock torque in the direction. At this time, the rotational speed of the sun gear 32 and the rotational speed of the carrier 36 are located on the diagonal line around the carrier 36 from the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30. Receiving reaction force in the rolling direction, it rotates in the forward direction. The reaction force acting on the sun gear 32 is transmitted from the sun gear 32 to the first main shaft 11 as shown in FIG.

  Due to the reaction force of the sun gear 32, the first main shaft 11 rotates the crankshaft 6a of the engine 6 and cranks it, so that the engine 6 can be ignited.

Next, charging during so-called parking while the vehicle is stopped will be described.
The engine 6 is started from the state shown in FIG. 18 (b) where the engine is started during the stop, and then the torque of the engine 6 is increased to apply the reverse lock torque from the final gear 26a by a parking mechanism (not shown) or VSA. By stopping the rotation of the carrier 36, the engine torque is transmitted from the sun gear 32 to the motor 7 via the ring gear 35 as shown in FIG. At this time, the motor 7 can be regenerated and charged.

Next, reverse travel in the power output apparatus 1 will be described.
As the case where only the torque of the engine 6 is used, the reverse of the vehicle is realized by in-gearing the reverse shifter 53 at the reverse connection position and connecting the second clutch 42. As a result, the torque of the engine 6 is adjusted so that the second main shaft 12, the idle drive gear 27a, the first idle driven gear 27b, the reverse drive gear 28a and the third speed driven gear 23b, the reverse gear train 28, and the final gear 26a. Then, it is transmitted to the drive wheels DW and DW via the differential gear mechanism 8 and the drive shafts 9 and 9, and can travel backward.

  In the case where the vehicle travels backward by running the motor, with the first and second clutches 41 and 42 disengaged, the first shifter 51 is in-geared at the third speed connection position to drive the motor 7 in the reverse direction. Is realized. As a result, the motor torque in the reverse direction is transmitted as it is to the drive wheels DW and DW via the third speed driven gear 23b, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 to travel backward. Can do.

The vehicle including the power output device 1 configured as described above starts in the first motor travel mode, ignites the engine 6 in the first motor travel start mode or the second motor travel start mode, and ignites the engine 6. Thereafter, the motor 7 is accelerated by the combined torque of the motor 7 and the engine 6 in the torque combining mode, or the engine 6 is ignited in the motor starting first starting mode or the motor driving second starting mode, and then the motor 7 and the engine in the torque combining mode The vehicle is started and accelerated by the combined torque of No. 6, and travels in the second speed or the third speed depending on the vehicle speed and the required torque.
However, when there is a problem with the motor 7 or according to the SOC of the power storage device 82, motor non-drive running described below is performed.

  Motor non-drive running means that the motor 7 can be driven or regenerated by the SOC of the power storage device 82 when the motor 7 cannot be driven and cannot be started / accelerated by torque synthesis drive, and during running in torque synthesis mode. It is a running function when it disappears.

  Exemplifying a case where the motor 7 cannot be driven and cannot start / accelerate, the critical temperature at which the temperature of the power storage device 82 cannot be normally output when the SOC of the power storage device 82 is equal to or less than the travel limit value (first predetermined value). (Third predetermined value) In the following cases, when the motor 7, the power storage device 82, the inverter, at least one of the wiring (not shown) connecting the motor 7 and the power storage device 82 is unspecified, or the inverter is operating normally For example, the temperature may be higher than the temperature that cannot be output.

  As shown in FIGS. 20 (a) and 20 (b), the motor non-drive running connects the first clutch 41 and locks the ring gear 35 by locking the one-way clutch 61 with the switching means by lock control. 7 is performed by stopping the rotation of the rotor 72. That is, the ring gear 35 is locked by lock control in the torque synthesis mode. By driving the engine 6, the torque of the engine 6 is transmitted from the first main shaft 11 to the sun gear 32, and revolves while rotating between the ring gear 35 to which the planetary gear 34 is fixed and the sun gear 32. It is transmitted to the drive shafts 9 through the transmission path. As described above, when the motor is not driven, the ring gear 35 is locked by the lock control, thereby increasing the reduction ratio of the planetary gear mechanism 31 constituting the power combining mechanism 30 to secure the starting torque of the vehicle and start the vehicle. be able to. That is, the engine torque is obtained by locking the ring gear 35 and causing the power combining mechanism 30 to function as a pure speed reducer by originally using the combined torque of the engine torque and the motor torque synthesized by the power combining mechanism 30. Can only be covered.

  More specifically, the motor 7 is driven when the SOC of the power storage device 82 detected by the SOC detection device 83 is equal to or lower than a travel limit value that is a lower limit value at which the motor 7 can be driven. Therefore, the motor is not driven by the lock control. After the vehicle is started and accelerated by non-motorized traveling, the vehicle is shifted up and travels in the 2nd mode (2nd traveling first mode, 2nd traveling second mode) or the like in the normal traveling described above, and during the traveling, By performing the non-locking control and regenerating the motor 7, the SOC of the power storage device 82 can be increased.

  Further, when the temperature of the power storage device 82 detected by the temperature detection device 84 is equal to or lower than the critical temperature at which the power storage device 82 cannot output a normal output and the motor 7 cannot be driven properly, the motor 7 Therefore, the motor is not driven by the lock control. Then, when the temperature of the power storage device 82 becomes higher than the critical temperature due to exhaust heat or air conditioning of the engine 6, torque synthesis driving can be performed by synthesizing torque between the engine 6 and the motor 7. it can.

  Furthermore, when a failure or disconnection of the motor 7, the power storage device 82, or the inverter is recognized by a comparison unit (not shown) that compares the control signal output from the electronic control device 85 and the detection signal input to the electronic control device 85, The motor is not driven by the lock control. As a result, the starting torque of the vehicle can be secured by increasing the reduction gear ratio of the planetary gear mechanism 31 constituting the power combining mechanism 30, the vehicle can be started, and the motor 7 is forcibly rotated in a defective state. It is possible to avoid further failure due to the operation. At this time, the driver is notified that the vehicle is urgently driven by a car navigation system or other display device, and by guiding to the service center, the failure of other devices can be suppressed and the urgent vehicle can be terminated in a short time. it can.

  On the other hand, when the motor 7 cannot be driven or regenerated due to the SOC of the power storage device 82 while traveling in the torque synthesis mode, the SOC of the power storage device 82 becomes less than the travel limit value during traveling in the torque synthesis mode. The motor 7 is forced to regenerate depending on the state of travel where the vehicle requires a large driving torque (for example, when the vehicle travels uphill) or when the SOC of the power storage device 82 exceeds the regeneration limit value. Examples include a case where the motor 7 cannot be regenerated (for example, when the vehicle travels on a downhill).

  More specifically, the SOC of the power storage device 82 detected by the SOC detection device 83 during traveling in the torque synthesis mode is equal to or less than the traveling limit value, and the driving state prediction device causes a height difference on the car navigation path. When the vehicle enters the uphill, the non-motor running is performed by the lock control. When the vehicle enters an uphill, a larger torque is required, but when the SOC of the power storage device 82 is low and the motor 7 cannot be driven, the power combining mechanism 30 is configured by locking the ring gear 35 by lock control. The required torque can be obtained by increasing the reduction ratio of the planetary gear mechanism 31, and the vehicle can travel uphill. When the vehicle travels on a flat road or a downhill, the SOC of the power storage device 82 can be increased by performing the non-locking control and regenerating the motor 7.

In addition, the SOC of the power storage device 82 detected by the SOC detection device 83 during traveling in the torque synthesis mode is equal to or higher than the regeneration limit value, and the vehicle moves downhill from the height difference on the car navigation path by the driving state prediction device. When entering the vehicle, the motor is not driven by the lock control. Accordingly, it is possible to prevent the motor 7 from being accompanied when the power storage device 82 is overcharged during traveling in the torque synthesis mode. And when approaching a flat road or an uphill from a downhill, the SOC of the power storage device 82 can be lowered by actively using the motor 7 by non-lock control.
At this time, if the one-way clutch 61 is switched to the one-way state by the non-locking control, the rotation of the motor 7 in the reverse direction can be restricted. Therefore, the torque shown in FIG. 3 and the torque shown in FIG. The regeneration of the motor 7 can be mechanically stopped when the composite drive is accelerated.

  Here, the travel limit value, the regeneration limit value, and the critical temperature can be appropriately set according to the specifications of the motor and the power storage device.

Second Embodiment
Next, a power output apparatus 1A according to a second embodiment of the present invention will be described with reference to FIGS. In the power output apparatus 1A of the second embodiment, the transmission 20A has a transmission gear ratio 24 that is smaller than the transmission gear pair 23 for the third speed and a transmission gear ratio 24 that is smaller than the transmission gear pair 24 for the fourth speed. Except for the point that a small fifth-speed gear pair 25 is provided, it has the same configuration as the power output apparatus 1 of the first embodiment. For this reason, the same or equivalent parts as those of the power output device 1 of the first embodiment are denoted by the same or corresponding reference numerals, and the description thereof is simplified or omitted.

FIG. 22 schematically shows a power output apparatus 1A according to the second embodiment of the present invention.
In the transmission 20A in the power output apparatus 1A of the second embodiment, the second intermediate shaft 16 is rotatable relative to the second intermediate shaft 16 between the second speed drive gear 22a and the second idle driven gear 27c. A fourth speed drive gear 24a is provided. The second shifter 52 for connecting or releasing the second intermediate shaft 16 and the second speed drive gear 22a provided on the second intermediate shaft 16 is further connected to the second intermediate shaft 16 and the fourth speed drive. The gear 24a is connected to or released from the gear 24a, and the second speed connection position, the neutral position, and the fourth speed connection position can be moved. Therefore, when the second shifter 52 is in-gear at the second speed connection position, the second idle driven gear 27c and the second speed drive gear 22a attached to the second intermediate shaft 16 rotate integrally, When the second shifter 52 is in-gear at the fourth-speed connection position, the second idle driven gear 27c and the fourth-speed drive gear 24a attached to the second intermediate shaft 16 rotate integrally, When the shift shifter 52 is in the neutral position, the second idle driven gear 27c rotates relative to the second speed drive gear 22a and the fourth speed drive gear 24a.

  Further, the first main shaft 11 is rotatable relative to the first main shaft 11 between a third speed drive gear 23 a attached to the connecting shaft 13 and an idle drive gear 27 a attached to the second main shaft 12. A fifth speed drive gear 25a is provided. The first shifter 51 for connecting or releasing the first main shaft 11 and the third speed drive gear 23a provided on the first main shaft 11 further includes the first main shaft 11 and the fifth speed drive gear 25a. Are connected or opened, and the third speed connection position, the neutral position, and the fifth speed connection position are configured to be movable. Therefore, when the first shifter 51 is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a rotate together, and the first shifter 51 is connected to the fifth speed. When the in-gear is in position, the first main shaft 11 and the fifth speed drive gear 25a rotate integrally, and when the first speed shifter 51 is in the neutral position, the first main shaft 11 is in contact with the third speed drive gear 23a. It rotates relative to the fifth speed drive gear 25a.

  The counter shaft 14 is provided with a fourth speed driven gear 24b between the third speed driven gear 23b and the final gear 26a. The fourth speed driven gear 24b is provided on the second intermediate shaft 16. The fourth speed drive gear 24a and the fifth speed drive gear 25a provided on the first main shaft 11 are configured to mesh with each other. The fourth speed driven gear 24b constitutes a fourth speed gear pair 24 together with the fourth speed drive gear 24a, and constitutes a fifth speed gear pair 25 together with the fifth speed drive gear 25a.

  Accordingly, in the transmission 20A, the third speed drive gear 23a and the fifth speed drive gear 25a, which are odd speed stages, are provided around the first main shaft 11 that is one of the two speed change axes. The second intermediate shaft 16 which is the other transmission shaft of the two transmission shafts is provided with a second speed drive gear 22a and a fourth speed drive gear 24a which are even speed stages, and the first main shaft 11 is combined with the power. A sun gear 32 of a planetary gear mechanism 31 constituting the mechanism 30 is attached.

  With the above configuration, the crankshaft 6a of the engine 6 is connected to the second main shaft 12, the idle gear train 27 (idle gear 27) by connecting the second clutch 42 and in-gearing the second shifter shifter 52 at the fourth speed connection position. Drive gear 27a, first idle driven gear 27b, second idle driven gear 27c), second intermediate shaft 16, fourth speed gear pair 24 (fourth speed drive gear 24a, fourth speed driven gear 24b), The counter shaft 14, the final gear 26 a, the differential gear mechanism 8, and the drive shafts 9 and 9 are connected to the drive wheels DW and DW. Hereinafter, a series of components from the second main shaft 12 to the drive shafts 9 and 9 will be referred to as “fourth transmission path” as appropriate.

  Further, the crankshaft 6a of the engine 6 is connected to the first main shaft 11 and the fifth speed gear pair 25 (first gear) by connecting the first clutch 41 and in-gearing the first speed change shifter 51 at the fifth speed connection position. The fifth-speed drive gear 25a, the fourth-speed driven gear 24b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 are connected to the drive wheels DW and DW. Hereinafter, a series of components from the first main shaft 11 to the drive shafts 9 and 9 will be referred to as “fifth transmission path” as appropriate. As described above, the power output apparatus 1A of the present embodiment includes the fourth transmission path and the fifth transmission path in addition to the first to third transmission paths of the power output apparatus 1 of the first embodiment.

Next, control of the power output apparatus 1A configured as described above will be described.
In this power output device 1A, torque synthesis drive (torque synthesis mode, torque synthesis Pre2 mode) is performed by the same control as that of the power output device 1 of the first embodiment, and thus description thereof is omitted. Note that normal travel, motor travel, motor travel engine start, reverse travel, and motor non-drive travel are also performed under the same control as the power output device 1 of the first embodiment. Only the travel modes that are possible by providing the fifth-speed gear pair 25 will be described.
This power output device 1A includes another 2nd travel third mode in addition to the 2nd travel first mode and the 2nd travel second mode as the assist and charge pattern by the motor 7 in the second speed travel.

  As shown in FIG. 24 (b), the 2nd traveling third mode is moved from the 2nd mode in which the second clutch 42 is connected to the fifth shift connecting position to the fifth speed connecting position and in-gear. Realized. This is because the first speed shifter 51 is moved to the fifth speed connecting position and in-gear, so that the counter of the rotation speed of the carrier 36 connected to the counter shaft 14 via the third speed gear pair 23 is countered. This means that the ratio between the engine 6 and the motor 7 is forcibly created by utilizing the fact that the rotational speed of the sun gear 32 connected to the shaft 14 via the fifth speed gear pair 25 is always low. If the rotation speed of the carrier 36 is higher than the rotation speed of the sun gear 32 due to the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30, the virtual fulcrum P of the planetary gear mechanism 31 is positioned downward in FIG. The number of rotations is always higher than the number of rotations of the carrier 36.

  When assisting with the motor 7 in this mode, as shown in FIGS. 24A and 24B, the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7 is applied. The combined torque of the motor torque and the forward rotation direction torque transmitted from the sun gear 32 is transmitted to the carrier 36 as carrier torque, and is transmitted to the third speed gear pair 23 as 3rd torque. The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear train 22 via the idle gear train 27. The sun gear 32 is engaged with the planetary gear 34 in a direction opposite to the motor torque, in this case, in the reverse direction, and the fifth speed drive gear 25a and the fourth speed driven gear 24b are engaged with each other. This is transmitted as 5th torque to the fourth-speed driven gear 24a. Therefore, the torque obtained by subtracting the 5th torque from the sum of the 3rd torque and the 2nd torque in the counter shaft 14 is the total driving force, and the driving wheels DW, Is transmitted to the DW. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 25 (a) and 25 (b), this time the motor 7 is regenerated and used as a load, so that the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. The sun gear 32 is engaged with the planetary gear 34 in the direction opposite to the motor torque, in this case, the reaction force in the forward rotation direction, and the fifth speed driven gear 25a and the fourth speed driven gear 24a are engaged with each other. This is transmitted as 5th torque to the fourth-speed driven gear 24a. The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear train 22 via the idle gear train 27. Further, due to the meshing of the third-speed drive gear 23a and the third-speed driven gear 23b, the carrier torque in the reverse direction is transmitted to the carrier 36 as 3rd torque in the third-speed driven gear 23b. Accordingly, in the counter shaft 14, the torque obtained by adding the 2nd torque and the 5th torque and subtracting the 3rd torque is the total driving force as the driving wheels DW, DW via the final gear 26 a, the differential gear mechanism 8, and the driving shafts 9, 9. Is transmitted to. As a result, the motor 7 can be charged while driving the vehicle.

Next, control for shifting up from the third speed travel to the fourth speed travel will be described.
During traveling in the 3rd mode in which the first clutch 41 is connected and the first shifter 51 is in-gear at the third-speed connection position, the second shifter 52 is moved to the fourth position as shown in FIG. The second intermediate shaft 16 and the fourth speed drive gear 24a are coupled in-gear at the speed connection position (3rd Pre4 mode). Subsequently, when the first clutch 41 is disconnected and the second clutch 42 is connected, the torque of the engine 6 is transmitted to the drive wheels DW and DW via the fourth transmission path as shown in FIG. (4th Pre3 mode).

Next, a case where assist or charging by the motor 7 is performed during the fourth speed traveling will be described. Hereinafter, a description will be given from a state (4th mode) in which the first shifter 51 is set to the neutral position from the 4th Pre3 mode.
A case will be described in which assist or charging by the motor 7 is performed in three modes (4th traveling first mode, 4th traveling second mode, and 4th traveling third mode) during traveling in the 4th mode.

  As shown in FIG. 27 (b), the 4th travel first mode is realized by further connecting the first clutch 41 from the 4th mode in which the second clutch 42 is connected. This is because, by connecting the first clutch 41, in the fourth speed traveling that travels via the fourth speed gear pair 24, the third speed drive gear 23a and the third speed driven gear 23b are rotated by meshing. By utilizing the fact that the rotational speed of the sun gear 32 connected to the engine 6 via the first main shaft 11 is always reduced by connecting the first clutch 41 to the rotational speed of the carrier 36 to be This means that the ratio between the motor 6 and the motor 7 is created. When the rotation speed of the carrier 36 is higher than the rotation speed of the sun gear 32 due to the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30, the virtual fulcrum P of the planetary gear mechanism 31 is positioned downward in FIG. The number of rotations is always higher than the number of rotations of the carrier 36.

  When assisting with the motor 7 in this mode, as shown in FIGS. 27 (a) and 27 (b), the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7 is applied. The combined torque of the motor torque and the forward rotation torque transmitted from the sun gear 32 is transmitted to the carrier 36 as a carrier torque, and the carrier torque becomes the first by the meshing of the third speed drive gear 23a and the third speed driven gear 23b. It is transmitted as 3rd torque from the third speed drive gear 23a to the third speed driven gear 23b. Further, since the reaction force in the direction opposite to the motor torque, in this case the reverse rotation direction, acts on the first main shaft 11 due to the meshing with the planetary gear 34, the sun gear 32 has a secondary torque obtained by subtracting the reaction force in the sun gear 32 from the engine torque. 4th torque is transmitted from the second main shaft 12 to the fourth speed gear train 24 via the idle gear train 27. Then, the torque obtained by adding the 4th torque and the 3rd torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8 and the drive shafts 9 and 9 as a total drive force. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 28 (a) and 28 (b), by regenerating the motor 7 and using it as a load, the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. As a result, a reaction force in the forward rotation direction acts on the sun gear 32 via the planetary gear 34 and is transmitted to the first main shaft 11. Therefore, a secondary torque obtained by adding the engine torque and the reaction force of the sun gear 32 is added to the second main shaft 12. To the fourth speed gear pair 24 through the idle gear train 27. Further, due to the meshing of the third-speed drive gear 23a and the third-speed driven gear 23b, reverse-direction carrier torque acts on the third-speed driven gear 23b and is transmitted to the carrier 36 as 3rd torque. Therefore, the torque obtained by subtracting the 3rd torque from the secondary torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8 and the drive shafts 9 and 9 as the total drive force. As a result, the motor 7 can be charged while driving the vehicle.

Next, the case where assist or charging by the motor 7 is performed in the 4th travel second mode will be described.
As shown in FIG. 29 (b), the 4th traveling second mode is realized by in-gearing the first shifter 51 at the third speed connection position from the 4th mode in which the second clutch 42 is connected. The planetary gear mechanism 31 is locked as described above by moving the first shifter 51 for shifting to the third speed connecting position and in-gearing. In this case, if the rotational speed of the sun gear 32 and the rotational speed of the carrier 36 are equal from the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30, the virtual fulcrum P of the planetary gear mechanism 31 is located at infinity in FIG. Will be.

  When assisting with the motor 7 in this mode, as shown in FIGS. 29 (a) and 29 (b), the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7 is applied. The combined torque of the motor torque and the forward rotation direction torque transmitted from the sun gear 32 is transmitted to the carrier 36 as the carrier torque. The sun gear 32 is engaged with the planetary gear 34 to react with the reaction force in the direction opposite to the motor torque, in this case, in the reverse direction, and the first main shaft 11 and the third speed drive gear 23a by the first shifter 51 are connected. , The reaction force of the sun gear 32 is extracted from the carrier torque. Then, 3rd torque obtained by extracting the reaction force of the sun gear 32 from the carrier torque by the meshing of the third speed drive gear 23a and the third speed driven gear 23b is transmitted to the third speed driven gear 23b. Further, the engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear train 24 via the idle gear train 27. Then, the torque obtained by adding the 3rd torque and the 4th torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8 and the drive shafts 9 and 9 as a total drive force. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 30 (a) and 30 (b), by regenerating the motor 7 and using it as a load, the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. The sun gear 32 is engaged with the planetary gear 34 to react with the reaction force in the direction opposite to the motor torque, here the forward rotation direction, and the first main shaft 11 and the third speed drive gear 23a by the first shifter 51. The reaction force of the sun gear 32 is extracted from the carrier torque. The torque obtained by subtracting the reaction force of the sun gear 32 from the carrier torque acts on the third-speed drive gear 23a as 3rd torque due to the meshing of the third-speed drive gear 23a and the third-speed driven gear 23b. The engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear train 24 via the idle gear train 27. Therefore, the torque obtained by subtracting the 3rd torque from the 4th torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8 and the drive shafts 9 and 9 as the total drive force. As a result, the motor 7 can be charged while driving the vehicle.

Next, the case where assist or charging by the motor 7 is performed in the 4th traveling third mode will be described.
As shown in FIG. 31 (b), the 4th travel third mode is realized by in-gearing the first shifter 51 at the fifth speed connection position from the 4th mode in which the second clutch 42 is connected. . This is because the rotational speed of the sun gear 32 is necessarily lower than the rotational speed of the carrier 36 as described above by moving the first shifter 51 to the fifth speed connection position and in-gearing. The ratio between the engine 6 and the motor 7 is forcibly created.

  When assisting with the motor 7 in this mode, as shown in FIGS. 31 (a) and 31 (b), the forward rotation direction transmitted from the ring gear 35 by applying the motor torque in the forward rotation direction from the motor 7 is applied. The combined torque of the motor torque and the forward rotation torque transmitted from the sun gear 32 is transmitted to the carrier 36 as carrier torque, and is converted to 3rd torque by meshing between the third speed driving gear 23a and the third speed driven gear 23b. It is transmitted to the third speed gear pair 23. The engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear train 24 via the idle gear train 27. The sun gear 32 is engaged with the planetary gear 34, so that a reaction force in the direction opposite to the motor torque, in this case, the reverse direction is applied, and the fifth speed driven gear 25a and the fourth speed driven gear 24b are engaged with each other. The torque is transmitted to the fourth speed driven gear 24b. Accordingly, the torque obtained by subtracting the 5th torque from the sum of the 3rd torque and the 4th torque in the counter shaft 14 is the total driving force, and the drive wheel DW is passed through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. , DW. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 32 (a) and 32 (b), by regenerating the motor 7 and using it as a load, the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. The sun gear 32 is engaged with the planetary gear 34 in the direction opposite to the motor torque, in this case, the reaction force in the forward rotation direction, and the fifth speed driven gear 25a and the fourth speed driven gear 24a are engaged with each other. It is transmitted as 5th torque to the fourth-speed driven gear 24b. The engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear train 24 via the idle gear train 27. Further, due to the meshing of the third-speed drive gear 23a and the third-speed driven gear 23b, the carrier torque in the reverse direction is transmitted to the carrier 36 as 3rd torque in the third-speed driven gear 23b. Therefore, in the counter shaft 14, the torque obtained by subtracting 3rd from the torque obtained by adding the 4th torque and the 5th torque is the total driving force as the driving wheels DW, DW via the final gear 26a, the differential gear mechanism 8, and the driving shafts 9, 9. Is transmitted to. As a result, the motor 7 can be charged while driving the vehicle.

Next, control for shifting up from fourth speed traveling to fifth speed traveling will be described.
While traveling in the 4th mode in which the second clutch 42 is connected and the second shifter 52 is in-gear at the fourth speed connection position, the first shifter 51 is moved to the fifth speed as shown in FIG. The first main shaft 11 and the fifth-speed drive gear 25a are coupled in-gear at the connection position (4th Pre5 mode). Subsequently, when the second clutch 42 is disconnected and the first clutch 41 is connected, the engine torque is transmitted to the drive wheels DW and DW via the fifth transmission path as shown in FIG. 5th Pre4 mode).
If the second shifter 52 is in-gear at the fourth speed connection position, the second intermediate shaft 16, the first intermediate shaft 15, and the second main shaft 12 are moved, so that the second shifter 52 is moved. It is preferable to move to the neutral position (5th mode).

Next, the case where assist or charging by the motor 7 is performed during the fifth speed traveling will be described. Hereinafter, a description will be given from a state where the first shifter 51 is in the neutral position (5th mode). In addition, the mode shown below is called 5th driving | running | working 1st mode for convenience.
In this state, in the fifth speed traveling that travels via the fifth speed gear pair 25, the rotation speed of the carrier 36 that rotates due to the meshing of the third speed driving gear 23a and the third speed driven gear 23b is determined. The state in which the ratio between the engine 6 and the motor 7 is forcibly created by utilizing the fact that the rotational speed of the sun gear 32 connected via the fifth speed gear pair 25 is always low is the first shifter for shifting. It is already created by moving 51 to the fifth speed connection position and in-gearing.

  When assisting with the motor 7 in this mode, as shown in FIGS. 34 (a) and 34 (b), the forward rotation direction transmitted from the ring gear 35 by applying the forward motor torque from the motor 7 is applied. The combined torque of the motor torque and the forward rotation direction torque transmitted from the sun gear 32 is transmitted to the carrier 36 as carrier torque, and as the 3rd-speed driven gear 23b meshes with the third-speed driven gear 23b, it becomes 3rd torque. It is transmitted to the third speed driven gear 23b. Further, the sun gear 32 is engaged with the planetary gear 34, so that a reaction force in the direction opposite to the motor torque, in this case, the reverse rotation direction, acts. This is transmitted to the speed gear pair 25 as 5th torque. Therefore, the torque obtained by adding the 3rd torque and the 5th torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 as a total drive force. As a result, the engine 7 can be assisted with the motor 7.

  When charging with the motor 7 in this mode, as shown in FIGS. 35 (a) and 35 (b), by regenerating the motor 7 and using it as a load, the ring gear 35 has a direction opposite to the rotational direction. That is, the motor torque in the reverse direction acts. Further, a reaction force in the direction opposite to the motor torque, in this case the forward rotation direction, acts on the sun gear 32 by meshing with the planetary gear 34, and the torque obtained by adding the engine torque and the reaction force of the sun gear 32 is the fifth gear. It is transmitted to the pair 25 as 5th torque. Further, due to the meshing of the third speed driving gear 23a and the third speed driven gear 23b, the carrier torque in the reverse direction is transmitted to the third speed driven gear 23b as 3rd torque. Therefore, in the countershaft 14, the torque obtained by subtracting the 3rd torque from the 5th torque is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 as a total drive force. As a result, the motor 7 can be charged while driving the vehicle.

In addition, the power output device 1A includes another motor travel second mode in addition to the motor travel first mode as a mode for charging and assisting by the motor 7 in motor travel.
In the second motor travel mode, as shown in FIG. 36 (b), the first and second clutches 11 and 12 are disengaged, and the first shifter 51 is moved to the fifth speed connection position and in-gear. It is realized by. By moving the first speed change shifter 51 to the fifth speed connection position and in-gearing, the rotation speed of the sun gear 32 is necessarily increased with respect to the rotation speed of the carrier 36 as described above. The ratio between the engine 6 and the motor 7 is created.

  In this state, by applying a motor torque in the forward direction to the motor 7, the motor torque in the forward direction transmitted from the ring gear 35 and the forward rotation transmitted from the sun gear 32 as shown in FIG. A resultant torque of the direction torque is transmitted to the carrier 36 as carrier torque, and is transmitted to the third speed gear pair 23 as 3rd torque by the meshing of the third speed driving gear 23a and the third speed driven gear 23b. . The sun gear 32 is engaged with the planetary gear 34 in a direction opposite to the motor torque, in this case, in the reverse direction, and the fifth speed drive gear 25a and the fourth speed driven gear 24b are engaged with each other. 5th torque acts on the 4th-speed driven gear 24b. Therefore, the torque obtained by subtracting the 5th torque from the 3rd torque in the counter shaft 14 is transmitted to the drive wheels DW and DW through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 as a total drive force. As a result, the vehicle can be driven only by the torque of the motor 7.

Further, in the power output apparatus 1A, assist and charging by the motor 7 can be performed in reverse travel. In addition, the mode shown below is called reverse drive 1st mode for convenience.
In the reverse travel first mode, as shown in FIGS. 37 (a) and 37 (b), the reverse shifter 53 is in-geared at the reverse connection position to connect the second clutch 42 and the motor 7 is rotated in the reverse direction. This is realized by applying a torque of. Thus, the engine torque is transmitted to the second main shaft 12, the idle drive gear 27a, the first idle driven gear 27b, the reverse drive gear 28a, and the third speed driven gear 23b. On the other hand, the combined torque of the reverse direction motor torque transmitted from the ring gear 35 and the reverse direction torque transmitted from the sun gear 32 is transmitted to the carrier 36 as a carrier torque, and is transmitted to the third speed gear pair 23 as a 3rd torque. The The sun gear 32 is engaged with the planetary gear 34 in a direction opposite to the motor torque, in this case, in the forward rotation direction, and the fifth speed driving gear 25a and the fourth speed driven gear 24b are engaged with each other. The 4th speed driven gear 24b is transmitted to 5th torque. Therefore, the torque obtained by subtracting the 5th torque from the torque obtained by adding the engine torque and the 3rd torque in the counter shaft 14 is the total driving force, and the driving wheels DW, It is transmitted to the DW and the vehicle can be moved backward while assisting with the motor 7.

  According to the power output apparatuses 1 and 1A of the first and second embodiments configured as described above, the sun gear 32 is connected to the first main shaft 11 that is one of the two transmission shafts, and the carrier 36 is connected to the drive shafts 9 and 9. Since the ring gear 35 is connected to the motor 7, the carrier 36 can combine the torque transmitted from the sun gear 32 and the torque transmitted from the ring gear 35 and transmit them to the drive shafts 9 and 9. Therefore, the torque of the engine 6 and the torque of the motor 7 can be combined and transmitted to the drive shafts 9 and 9, and a larger driving force can be transmitted to the drive shafts 9 and 9.

Further, according to the power output devices 1 and 1A, since the two transmission shafts of the first main shaft 11 and the second intermediate shaft 16 are provided, the degree of freedom in design as a hybrid vehicle can be increased. The first main shaft 11 is connected to the engine 6 via the first clutch 41, and the second intermediate shaft 16 is connected to the engine 6 via the second clutch. As described in the second mode, the first clutch 41 and the second clutch 42 are disconnected, so that the motor can travel without the engine 6 being accompanied. Thereby, the load at the time of motor driving can be reduced and the fuel consumption can be improved.
Further, after the first shifter 51 or the second shifter 52 is in-geared in advance to the gear for the shift change at the time of the shift change, the first clutch 41 and the second clutch 42 are switched to connect and disconnect the clutch. Time can be shortened, and thereby a shift shock can be suppressed.

  Further, according to the power output apparatus 1, 1 </ b> A, the ring gear 35 is connected to the motor 7 and is connected to the one-way clutch 61 that can lock the ring gear 35. By stopping the rotation of the ring gear 35 and increasing the reduction ratio of the power combining mechanism 30, it is possible to secure the starting torque of the vehicle and start the vehicle only with the power of the engine 6. Further, by locking the ring gear 35, the rotation of the motor 7 connected to the ring gear 35 is stopped, and further failure caused by forcibly rotating the motor 7 in a defective state can be suppressed.

  Further, according to the power output devices 1 and 1A, when the motor is not driven, the ring gear 35 is locked by the one-way clutch 61 to stop the rotation of the motor 7, whereby the power of the engine 6 is transmitted via the sun gear 32 and the carrier 36. Therefore, a sufficient reduction ratio can be obtained regardless of the state of the motor 7, the power storage device 82, etc., and a large torque can be obtained only by the engine 6.

  Further, according to the power output devices 1, 1 </ b> A, the one-way clutch 61 locks the ring gear 35 and stops the rotation of the rotor 72 attached to the outer peripheral surface of the ring gear 35 by driving the switching unit, and the one-way clutch The one-way state in which the clutch 61 allows only rotation in one direction of the ring gear 35 and only rotation in the forward rotation direction of the rotor 72, and allows rotation in both directions of the ring gear 35 by idling and allows forward rotation and reverse rotation of the rotor 72. Since it is configured to be able to take three states of idling that allows rotation in both directions, if the one-way clutch 61 is in the one-way state when the SOC of the power storage device 82 is greater than or equal to the regenerative limit value, it will automatically The rotation of the motor 7 in the reverse direction can be stopped during idling and acceleration of the torque synthesis drive. The regeneration of the chromatography data 7 can be mechanically stopped.

  Further, according to the power output devices 1 and 1A, when the SOC of the power storage device 82 is equal to or less than the travel limit value and the motor 7 cannot be driven, the ring gear 35 is locked by the one-way clutch 61 and the rotation of the motor 7 is stopped. By increasing the speed reduction ratio of the synthesizing mechanism 30, it is possible to secure the starting torque of the vehicle and start the vehicle only with the power of the engine 6. Further, even when the SOC of the power storage device 82 is less than the traveling limit value during traveling and a large driving torque is required depending on the traveling state of the vehicle, the ring gear 35 is locked by the one-way clutch 61 and the rotation of the motor 7 is stopped to synthesize power. By increasing the reduction ratio of the mechanism 30, a large driving torque can be obtained.

  Further, according to the power output devices 1 and 1A, the one-way clutch is used when the SOC of the power storage device 82 is not less than the regeneration limit value during traveling and the motor must be regenerated depending on the traveling state of the vehicle, but the motor cannot be regenerated. By locking the ring gear 35 by 61 and stopping the rotation of the motor 7, it is possible to prevent the motor 7 from being rotated in a state where it is not necessary to charge the power storage device 82 any more.

  Further, according to the power output devices 1 and 1A, the driving state prediction device confirms the height difference on the route of the car navigation, and when the SOC of the power storage device 82 is not more than the traveling limit value during traveling, it is a downhill. Can be recharged by the motor 7 by releasing the locked state of the one-way clutch 61, and when the SOC of the power storage device 82 is equal to or higher than the regeneration limit value, the downhill is recognized and the one-way clutch 61 Actuation of the motor 7 can be prevented by operating the switching means. Thus, the drive range of the motor 7 can be widened by recognizing when the one-way clutch 61 is switched in advance based on the information of the drive state prediction device.

  Further, according to the power output devices 1 and 1A, when the temperature of the power storage device 82 is equal to or lower than a critical temperature at which a normal output cannot be output, the one-way clutch 61 stops the rotation of the motor 7 to reduce the reduction ratio of the power combining mechanism 30. As a result, the starting torque of the vehicle can be secured and the vehicle can be started only by the power of the engine 6.

  Further, according to the power output devices 1 and 1A, when the motor 7 does not operate normally due to a failure of the motor 7, the power storage device 82, the inverter or the disconnection of the wiring, the one-way clutch 61 stops the rotation of the motor 7 to combine the power. By increasing the reduction ratio of the mechanism 30, the vehicle starting torque can be secured and the vehicle can be started only by the power of the engine 6. Further, when there is a failure of the motor 7, the power storage device 82, the inverter, or the disconnection of the wiring, the emergency traveling can be completed in a short time by notifying the driver of the failure and guiding it to the service center.

  Further, according to the power output devices 1 and 1A, since the first and second clutches 41 and 42 are starting clutches, in a state in which the one-way clutch 61 is locked and the rotation of the motor 7 is stopped during non-motor driving. Even in such a case, the starting clutch having a large clutch capacity can absorb the shock at the time of starting, so that the starting in an emergency can be performed smoothly.

<Third Embodiment>
Next, a power output apparatus according to a third embodiment of the present invention will be described with reference to FIG. The power output device of the third embodiment has the same configuration as that of the power output device 1A of the second embodiment except that the configuration of the transmission is different. For this reason, the same or equivalent parts as those of the power output apparatus 1A of the second embodiment are denoted by the same or corresponding reference numerals, and the description thereof is simplified or omitted.

  The transmission 20B of the present embodiment includes a second speed drive gear 22a and a fourth speed that are even speed stages around the first main shaft 11 (first speed shaft) that is one speed change shaft of the two speed change shafts. Drive gear 24a is provided, and the second intermediate shaft 16 (second transmission shaft), which is the other transmission shaft of the two transmission shafts, is connected to the first speed driving gear 21a, which is an odd number of gears, and the third speed gear. A drive gear 23 a and a fifth speed drive gear 25 a are provided, and a sun gear 32 of a planetary gear mechanism 31 constituting the power combining mechanism 30 is attached to the first main shaft 11.

  More specifically, the first main shaft 11 is disposed between the second main drive shaft 22 and a second speed drive gear 22 a attached to the connecting shaft 13 and an idle drive gear 27 a attached to the second main shaft 12. The rotatable fourth-speed drive gear 24a and the first main shaft 11 and the second-speed drive gear 22a attached to the connecting shaft 13 are connected to or released from the first main-axis 11 and the fourth-speed drive gear 24a. Is provided with a first shifter 51 for shifting. The first shifter 51 is configured to be movable between the second speed connection position, the neutral position, and the fourth speed connection position. When the first transmission shifter 51 is in-gear at the second speed connection position, the first main shaft 11 and the second speed drive gear 22a rotate together, and the first transmission shifter 51 is at the fourth speed connection position. When in-gearing, the first main shaft 11 and the fourth speed drive gear 24a rotate together, and when the first speed shifter 51 is in the neutral position, the first main shaft 11 is connected to the second speed drive gear 22a and the fourth speed gear. It rotates relative to the speed drive gear 24a. When the first main shaft 11 and the second speed drive gear 22a rotate together, the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the second speed drive gear 22a by the connecting shaft 13 are provided. While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 31 is locked and integrated.

  The counter shaft 14 includes a first-speed driven gear 21 b, a third-speed driven gear 23 b that meshes with a second-speed drive gear 22 a attached to the connecting shaft 13, and a first main shaft 11. A fourth speed driven gear 24b that meshes with the fourth speed drive gear 24a and a final gear 26a that meshes with the differential gear mechanism 8 are attached. The third speed driven gear 23b constitutes the second speed gear pair 22 together with the second speed drive gear 22a, and the fourth speed driven gear 24b together with the fourth speed drive gear 24a constitutes the fourth speed gear. A pair 24 is formed.

The second intermediate shaft 16 includes a first-speed drive gear 21a, a third-speed drive gear 23a, and a fifth-speed drive gear 25a that are rotatable relative to the second intermediate shaft 16 in order from the motor 7 side. Is provided. The first speed drive gear 21a meshes with a first speed driven gear 21b attached to the counter shaft 14, and constitutes a first speed gear pair 21 together with the first speed driven gear 21b. The third-speed drive gear 23a meshes with a third-speed driven gear 23b attached to the counter shaft 14, and constitutes a third-speed gear pair 23 together with the third-speed driven gear 23b. The drive gear 25a meshes with a fourth speed driven gear 24b attached to the counter shaft 14, and constitutes a fifth speed gear pair 25 together with the fourth speed driven gear 24b.
In addition, the second intermediate shaft 16 is connected to or released between the second intermediate shaft 16 and the first speed drive gear 21a between the first speed drive gear 21a and the third speed drive gear 23a. A three-speed shifter 54 is provided. When the third speed change shifter 54 is in-gear at the first speed connection position, the second intermediate shaft 16 and the first speed drive gear 21a are connected to rotate integrally, and the third speed change shifter 54 is in the neutral position. , The second intermediate shaft 16 and the first speed drive gear 21a are released and rotate relative to each other.
Further, the second intermediate shaft 16 is connected to or released from the second intermediate shaft 16 and the third speed drive gear 23a between the third speed drive gear 23a and the fifth speed drive gear 25a. A second shifter 52 for connecting or releasing the second intermediate shaft 16 and the fifth speed drive gear 25a is provided. The second shift shifter 52 is configured to be movable between the third speed connection position, the neutral position, and the fifth speed connection position. When the second speed change shifter 52 is in-gear at the third speed connection position, the second intermediate shaft 16 and the third speed drive gear 23a rotate together, and the second speed change shifter 52 is in the fifth speed connection position. When in-gearing, the second intermediate shaft 16 and the fifth speed drive gear 25a rotate together, and when the second speed change shifter 52 is in the neutral position, the second intermediate shaft 16 is driven by the third speed drive gear 23a. And relative rotation with respect to the fifth speed drive gear 25a.

  The power output apparatus 1B configured as described above basically replaces the second speed gear pair 22 and the third speed gear pair 23 in the first and second embodiments, and the fourth speed gear pair 24 and the fifth speed. The gear pair 25 is configured to be replaced, and has the same operation and effect by appropriately reading.

  Further, since the power output apparatus 1B of the present embodiment includes the first speed gear pair 21, the third speed shifter 54 is connected to the first speed even in an emergency such as when the planetary gear mechanism 31 breaks down. By in-gearing at the position and connecting the second clutch 42, the power of the engine 6 is transmitted to the second main shaft 12, the idle gear train 27, the second intermediate shaft 16, the first speed gear pair 21 (first speed drive gear 21a). The first speed driven gear 21b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9 are transmitted to the drive wheels DW and DW so that the first speed travel can be performed. .

<Fourth embodiment>
Next, a power output apparatus according to a fourth embodiment of the present invention will be described with reference to FIG. The power output apparatus of the fourth embodiment has the same configuration as that of the power output apparatus 1A of the second embodiment except that the connection position of the planetary gear mechanism that constitutes the power combining mechanism and the transmission is different. For this reason, the same or equivalent parts as those of the power output apparatus 1A of the second embodiment are denoted by the same or corresponding reference numerals, and the description thereof is simplified or omitted.

  The transmission 20C of the present embodiment has a third speed drive gear 23a and a fifth speed that are odd speeds around the first main shaft 11 (second speed change shaft) that is one speed change shaft of the two speed change shafts. Drive gear 25a is provided, the second intermediate shaft 16 (first transmission shaft), which is the other transmission shaft of the two transmission shafts, and the second speed driving gear 22a, which is an even number of gears, and the fourth gear. A drive gear 24 a is provided, and a sun gear 32 of a planetary gear mechanism 31 constituting the power combining mechanism 30 is attached to the second intermediate shaft 16. The first main shaft 11 is connected to the engine 6 via a first clutch 41 (second connecting / disconnecting means), and the second intermediate shaft 16 is connected to the second main shaft 12 by a second clutch 42 (first connecting / disconnecting device). To the engine 6 via the means).

  More specifically, the first main shaft 11 is supported by a bearing 11a fixed to a case ring (not shown) on the side opposite to the engine 6 side, and the connecting shaft 13 is configured to be shorter than the second intermediate shaft 16 and to be hollow. 2 The intermediate shaft 16 is disposed so as to be relatively rotatable so as to cover the periphery of the side opposite to the engine 6 side, and is supported by a bearing 13a fixed to a casing (not shown). Further, the second speed drive gear 22a is attached to the connecting shaft 13 on the engine 6 side, and the carrier 36 of the planetary gear mechanism 31 is attached to the opposite side of the engine 6 side with the bearing 13a interposed therebetween. Therefore, the carrier 36 attached to the connecting shaft 13 and the second speed drive gear 22a are configured to rotate integrally by the revolution of the planetary gear 34.

  A sun gear 32 of the planetary gear mechanism 31 is attached to the opposite side of the second intermediate shaft 16 from the engine 6 side, and power is transmitted from the crankshaft 6 a to the sun gear 32 by the second clutch 42 connected to the second main shaft 12. Is configured to be connectable and disconnectable.

  The power output device 1 </ b> C configured in this way also has the same operations and effects as the first to third embodiments. In the present embodiment as well, the first speed drive gear 21a is provided on the first main shaft 11 having an odd number of gears as in the third embodiment, and the first speed gear pair 21 is configured on the counter shaft 14. By attaching the first-speed driven gear 21b, it is possible to adopt a configuration that can cope with an emergency such as a case where the planetary gear mechanism 31 has failed.

  In addition, this invention is not limited to each embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

  Although the switchable one-way clutch 61 is exemplified as the lock mechanism, the brake is not limited to the one-way clutch, and a brake that can stop the rotation of the rotor 72 attached to the outer peripheral surface of the ring gear 35 by locking the ring gear 35 is used. May be. Thereby, the mechanism for stopping the rotation of the motor 7 can be realized with a simple configuration. When the brake is used, the rotation of the motor 7 in the reverse direction cannot be automatically stopped unlike the one-way clutch 61, but the same control can be performed by switching the brake on / off. it can.

  For example, the power combining mechanism is not limited to a single pinion type planetary gear mechanism, and may be a double pinion type planetary gear mechanism, and is not limited to a mechanical type like a planetary gear mechanism. The magnetically differential rotation may be used.

  In addition to the third-speed drive gear and the fifth-speed drive gear as odd-numbered gears, the seventh, ninth-speed drive gear is used for the second-speed as even-numbered gears. In addition to the driving gear and the fourth speed driving gear, sixth, eighth,... Speed driving gears may be provided.

1, 1A, 1B, 1C Power output device 6 Engine 7 Motor 7
9 Drive shaft 11 First spindle (first transmission shaft, second transmission shaft)
12 Second spindle (input shaft)
13 Connecting shaft 14 Counter shaft 15 First intermediate shaft (intermediate shaft)
16 Second intermediate shaft (second transmission shaft, first transmission shaft)
20, 20A, 20B, 20C Transmission 22 Second speed gear pair 22a Second speed drive gear 23 Third speed gear pair 23a Third speed drive gear 23b Third speed driven gear 24 Fourth speed gear Pair 24a 4th speed drive gear 24b 4th speed driven gear 25 5th speed gear pair 25a 5th speed drive gear 26a Final gear 27 Idle gear train 27a Idle drive gear 27b 1st idle driven gear 27c 2nd idle Driven gear 30 Power combining mechanism 31 Planetary gear mechanism (power combining mechanism)
32 Sun gear (first and third elements)
35 Ring gear (first and third elements)
36 Carrier (2nd element)
41 1st clutch (1st connection / disconnection means, 2nd connection / disconnection means)
42 Second clutch (second connecting / disconnecting means, first connecting / disconnecting means)
51 First Shift Shifter 52 Second Shift Shifter 53 Reverse Shifter 61 One Way Clutch (Lock Mechanism)
82 Power Storage Device 83 SOC Detection Device 84 Temperature Detection Device

Claims (11)

An internal combustion engine;
An electric motor,
A first transmission shaft connected to the internal combustion engine via a first connection / disconnection means; a second transmission shaft connected to the internal combustion engine via a second connection / disconnection means; and a counter shaft. A power output device comprising:
The transmission includes a power combining mechanism configured such that the first to third elements can be differentially rotated with each other, and a plurality of drive gears constituting one of an even-numbered stage and an odd-numbered stage provided on the first transmission shaft. A plurality of drive gears constituting the other of the even and odd stages provided on the second transmission shaft, and provided on the counter transmission shaft and provided on the first transmission shaft and the second transmission shaft, respectively. A plurality of driven gears that mesh with the drive gear ,
The first element is connected to the first transmission shaft ;
The second element is connected to the countershaft ;
The third element is connected to the electric motor and connected to a lock mechanism capable of locking the third element,
The second element combines the power transmitted from the first element and the power transmitted from the third element and transmits the combined power to the counter shaft,
The second transmission shaft transmits power to the drive shaft without going through the power combining mechanism;
A power output device characterized by that. In the torque combined drive capable of transmitting the power transmitted from the first element and the power transmitted from the third element to the drive shaft,
Locking the third element with the locking mechanism to stop the rotation of the electric motor;
By driving the internal combustion engine, power of the internal combustion engine is transmitted to the drive shaft through the first and second elements.
The power output apparatus according to claim 1 . The lock mechanism is composed of a brake, and the brake is activated during lock control.
Power output apparatus according to claim 1 or 2, characterized in that. The lock mechanism locks the third element to stop the rotation of the electric motor, and allows the rotation of the third element in only one direction and allows only the electric motor to rotate in the forward direction. A one-way clutch capable of switching between a state in which the third element is allowed to rotate in both directions and a forward rotation and a reverse rotation of the electric motor are allowed,
The one-way clutch locks the third element during lock control and stops the rotation of the electric motor.
Power output apparatus according to claim 1 or 2, characterized in that. A power storage device for supplying electric power to the electric motor;
The locking mechanism locks the third element and stops the rotation of the electric motor when the SOC of the power storage device is equal to or lower than a first predetermined value and the electric motor cannot be driven;
The power output apparatus according to any one of claims 1 to 4, characterized in that. A power storage device for supplying electric power to the electric motor;
When the SOC of the power storage device is equal to or higher than a second predetermined value and the motor cannot be regenerated, the lock mechanism locks the third element and stops the rotation of the motor.
The power output apparatus according to any one of claims 1 to 4, characterized in that. A drive state prediction device for predicting the drive state;
In response to the SOC state of the power storage device, the lock mechanism is operated based on the information of the driving state prediction device.
The power output apparatus according to claim 5 or 6 , wherein A power storage device for supplying electric power to the electric motor;
A temperature detection device for detecting the temperature of the power storage device,
The locking mechanism locks the third element and stops the rotation of the electric motor when the temperature of the power storage device is equal to or lower than a third predetermined value that cannot be normally output;
The power output apparatus according to claim 1 , wherein the power output apparatus is a power output apparatus. A control unit for controlling the electric motor;
Wiring for connecting the electric motor and the power storage device,
The locking mechanism locks the third element and stops the rotation of the electric motor when there is a malfunction in at least one of the electric motor, the power storage device, the control unit, and the wiring;
The power output apparatus according to any one of claims 1 to 8, characterized in that. A notification means for notifying the driver that the vehicle is in emergency travel when there is a problem with at least one of the electric motor, the power storage device, the control unit, and the wiring;
The power output apparatus according to claim 9 . The first and second connecting / disconnecting means are start clutches,
Power output apparatus according to claim 1, characterized in that.

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