JP5275394B2 - Power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power output device capable of transmitting synthetic torque of engine torque and motor torque to a driving shaft. <P>SOLUTION: This power output device 1-1D includes an engine 6, a motor 7, and transmissions 20-20D having two shift shafts connected to the engine 6, and includes a power synthesizing mechanism 30 constituted so that first-third elements can be mutually differentially rotated. The first element is connected to any one of the two shift shafts, and the second element is connected to driving shafts 9 and 9, and the third element is connected to the motor 7. The second element transmits power to the driving shafts 9 and 9 by synthesizing power transmitted from the first element and power transmitted from the third element. Among the two shift shafts, the other shift shaft transmits the power to the driving shafts 9 and 9 without passing through the power synthesizing 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 has a sun gear 102 of a planetary gear mechanism 101 connected to a first motor 104 as a generator, an engine 106 connected to a carrier 105, and a ring gear 107. The drive shaft 108 is coupled to the motor. 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 divided, and a torque equivalent to the engine torque is applied 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.

  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.

In order to achieve the above object, the invention described in claim 1
Used in a vehicle having an internal combustion engine (for example, an engine 6 in an embodiment described later) and an electric motor (for example, a motor 7 in an embodiment described later) as drive sources,
Mechanical power from the crankshaft of the internal combustion engine and the electric motor is received by a first input shaft (for example, a first main shaft 11 in an embodiment described later) connected to the electric motor, and one of a plurality of shift stages. A first speed change mechanism capable of connecting one of the first input shaft and a drive wheel (for example, a drive wheel DW according to an embodiment described later) with one engaged.
Mechanical power from the crankshaft of the internal combustion engine is received by a second input shaft (for example, a second intermediate shaft 16 in an embodiment described later), and any one of a plurality of shift stages is engaged, A second speed change mechanism capable of connecting the second input shaft and the drive wheel;
A driven gear (for example, described later) meshed with a transmission gear (for example, a third speed driving gear 23a and a second speed driving gear 22a in the embodiment described later) provided in the first transmission mechanism and the second transmission mechanism. Output shaft (for example, counter shaft 14 of the embodiment described later) having an output gear (for example, a final gear 26a of the embodiment described later) coupled to the drive wheel. When,
First connection / disconnection means (for example, a first clutch 41 of an embodiment described later) capable of connecting the crankshaft of the internal combustion engine and the first input shaft;
Second connection / disconnection means (for example, a second clutch 42 in an embodiment described later) capable of connecting the crankshaft of the internal combustion engine and the second input shaft;
The first speed change mechanism can synthesize power from the internal combustion engine and power from the electric motor, and includes first to third elements (for example, a sun gear 32, a carrier 36, and a ring gear 35 in the embodiments described later). A power combining mechanism (for example, a power combining mechanism 30 and a planetary gear mechanism 31 according to an embodiment described later) configured to be able to rotate differentially with each other is connected.
The second input shaft can transmit power to the drive wheels without going through the power combining mechanism,
A power output device characterized in that the first connecting / disconnecting means and the second connecting / disconnecting means are connected while sliding to allow the vehicle to travel while adjusting the torque transmitted to the drive wheels.

In addition to the configuration of the invention described in claim 1, the invention described in claim 2
When shifting from the state where the internal combustion engine and the electric motor are both used as a drive source to the EV running using the electric motor as a drive source, any one of a plurality of shift stages of the second transmission mechanism is engaged. In this state, the second input shaft and the driving wheel are connected to each other, and the second connecting / disconnecting means is connected while sliding to travel.

The invention according to claim 3
It is a control method of the power output device according to claim 1,
Driving the internal combustion engine in an appropriate drive region of the internal combustion engine;
Determining whether the target output of the motor exceeds the rated output of the motor;
When the target output of the motor exceeds the rated output of the motor, the motor is driven with the rated output of the motor and the rotational speed of the internal combustion engine is controlled, so that the target output of the motor does not exceed the rated output of the motor. In this case, it is determined whether the target rotational speed of the electric motor exceeds the maximum rotational speed of the electric motor,
When the target rotational speed of the electric motor does not exceed the maximum rotational speed of the electric motor, the motor is driven while the internal combustion engine is driven in an appropriate drive region, and the target rotational speed of the electric motor is the maximum rotational speed of the electric motor. In the case of exceeding the above, the motor is driven at the maximum rotational speed and the rotational speed of the internal combustion engine is controlled.

  According to the power output apparatus of the present invention, the power of the internal combustion engine and the power of the electric motor can be combined and transmitted to the drive shaft. Further, by transmitting the torque to the driving wheel in a so-called half-clutch state where the first connecting / disconnecting means and the second connecting / disconnecting means are connected while sliding, an appropriate torque is transmitted to the driving wheel regardless of the state of the motor. be able to.

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 Low 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 Low 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 which shows the acceleration pattern of Low 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 acceleration of Low mode. (A) is a figure which shows the transmission condition of the torque of the power output device in Low Pre2 mode, (b) is a figure which shows the transmission condition of the torque of the power output device 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 power output device in 2nd Pre3 mode, (b) is a figure which shows the transmission condition of the torque of the power output device in 3rd Post2 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 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 XXI-XXI 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 Post3 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 Post4 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 assist of reverse drive 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 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 which shows schematically the power output device which concerns on 5th 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 drive wheels DW and DW attached to drive shafts 9, 9, a power combining mechanism 30, a differential gear mechanism 8, It has. In the following description, the power is the product of torque multiplied by the number of revolutions, that is, “power (output) = torque × number of revolutions”.

  The engine 6 is a gasoline engine, for example, and a crankshaft 6a of the engine 6 is provided with a first clutch 41 (first connecting / disconnecting means) and a second clutch (second connecting / disconnecting means).

  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. The fixing portion 72b for fixing each permanent magnet 72a has a ring shape made of a soft magnetic material (for example, iron), and is attached to the outer peripheral side of the ring gear 35 of the power combining mechanism 30 described later. With this configuration, the rotor 72 rotates 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 (third element, third element) arranged coaxially with the sun gear 32 and arranged to surround the sun gear 32. 1 element), 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 transmission 20 is a so-called twin clutch transmission that includes at least two transmission mechanisms and two transmission shafts that are respectively connected to the engine 6 via 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 of a second speed transmission gear pair 22 and a third speed transmission gear pair 23 having a reduction ratio smaller than that of the second speed transmission gear pair 22. It is a step transmission.

  More specifically, the transmission 20 includes a first main shaft 11 (first transmission shaft), a second main shaft 12, and a connecting shaft 13, which are arranged coaxially (rotational axis A1) with the crankshaft 6a of the engine 6. The counter shaft 14 is rotatable about a rotation axis B1 arranged parallel to the rotation axis A1, and the first intermediate shaft 15 (intermediate shaft) is rotatable about the rotation axis C1 arranged parallel to the rotation axis A1. ) And a second intermediate shaft 16 (second transmission shaft) that is rotatable around a rotation axis D1 disposed in parallel with the rotation axis A1.

  The first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and a sun gear 32 of a planetary gear mechanism 31 is attached on the opposite side to the engine 6 side. The first clutch 41 moves 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. Further, the second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is attached on the opposite side to 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 common driven gear 23b, a parking gear 29 constituting a parking lock mechanism (not shown), 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 first shared 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 device 1. The first shared 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 first shared driven gear attached to the counter shaft 14. The reverse gear pair 28 is configured together with the first common 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 first common driven gear 23b meshes with the first shared driven gear 23b to form the second speed gear pair 22. 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, first common 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. Yes. 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, first shared driven gear 23b), counter shaft 14, The final wheel 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”.

  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 first shared driven gear 23b), a counter shaft 14, a final gear 26a, and a differential gear. It is connected to drive wheels DW and DW via a 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”.

In this power output device 1, the engine torque in the forward rotation direction transmitted from the sun gear 32 by connecting the first clutch 41 is determined by the characteristics of the planetary gear mechanism 31, as indicated by the dotted line in FIG. The ring gear 36 is rotated in the reverse direction. Then, regenerative torque is applied to the motor 7 connected to the ring gear 36 in a direction to reduce the rotation speed of the ring gear 36, that is, in the normal rotation direction, so that the motor 7 regenerates (power generation) and charges a battery 3 to be described later. Can do. When the carrier 36 rotates at a predetermined speed or higher, that is, when the vehicle speed exceeds the predetermined speed, the motor 7 changes from rotating in the reverse direction to rotating in the normal direction as shown by the solid line in FIG. Transition (see FIG. 4). A drive torque (hereinafter referred to as a motor torque) is output from the motor 7 by applying a drive torque to the motor 7 connected to the ring gear 36 in a direction in which the rotation speed of the ring gear 36 is increased, that is, in a forward rotation direction. be able to. At this time, a combined torque obtained by adding the engine torque and the regenerative torque or the motor torque is transmitted from the carrier 36 to the drive shafts 9 and 9 via the third transmission path, and this combined torque corresponds to the starting gear, that is, the first speed. The gear ratio between the power combining mechanism 30 and the third speed gear pair 23 is set so as to be torque. That is, the power output apparatus 1 of the present embodiment is configured to be able to start the vehicle without the remaining capacity (hereinafter referred to as SOC) of the battery 3 to be described later.

  Returning to FIG. 1, in the power output apparatus 1 of the present embodiment, the motor 7 is connected to the battery 3 via a power control unit (hereinafter referred to as PDU) 2 that controls the operation of the motor 7. Supply and energy regeneration to the battery 3 are performed via the PDU 2. That is, the motor 7 is driven by the electric power supplied from the battery 3 via the PDU 2, and performs regenerative power generation by the rotation of the drive wheels DW and DW and the power of the engine 6 at the time of decelerating traveling to charge the battery 3. (Energy recovery) can be performed. Further, the PDU 2 is connected to an electric control unit (hereinafter referred to as ECU) 5. The ECU 5 is a control device for performing various controls of the entire vehicle. The ECU 5 includes an acceleration request, a braking request, an engine rotational speed, a motor rotational speed, a motor temperature, the rotational speeds of the first and second main shafts 11 and 12, While the rotation speed, vehicle speed, shift position, SOC, etc. of the counter shaft 14 and the like are input, the ECU 5 receives a signal for controlling the engine 6, a signal for controlling the motor 7, and the power generation state / charge state / discharge state of the battery 3 , A signal for controlling the first and second shift shifters 51 and 52, the reverse shifter 53, and the like are output. A power storage device such as a capacitor may be used instead of the battery 3. In addition to the power storage device, a fuel cell system (not shown) may be provided. 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.

The power output apparatus 1 configured as described above has functions such as torque synthesis drive, normal travel, motor travel, and engine start during motor travel, as shown in FIG. Torque synthesis drive means a state in which only the first clutch 41 is connected and no gear is engaged (for example, a state in which the second clutch 42 is disengaged even if the second shifter 52 or the like is in gear). In this state, as described above, the combined torque of the engine 6 and the motor 7 is transmitted to the drive shafts 9 and 9 as torque corresponding to the first speed through the third transmission path. Hereinafter, a state in which only the first clutch 41 is connected and no gear is engaged is referred to as a low mode. This Low mode is usually selected when the vehicle starts or when a large torque is required. Except as otherwise specified in the following description, the first and second clutches 41 and 42 are disengaged, and the first, second and reverse shifters 51 to 53 are in the neutral position. Hereinafter, this state is referred to as an initial state.

First, a state where the vehicle is stopped in the Low mode will be described. At this time, the engine 6 is assumed to be started, and the engine start by the motor 7 will be described later.
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 in the Low mode 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.

  The case of selecting the acceleration state (ii) is, for example, a case where the remaining capacity of the power storage device is small. For example, when the remaining capacity of the power storage device runs out on a slope or the like, the drive shafts 9 and 9 are connected to the drive shafts 9 and 9 while increasing the engine torque and maintaining the rotational speed of the motor 7 as shown in FIG. A driving force equivalent to the first speed can be transmitted. Therefore, even when the SOC of the battery 3 is exhausted, it is possible to start and run at a low speed while regenerating the motor 7 and charging the battery 3.

On the other hand, the case where the acceleration state (iii) is selected is set, for example, when the SOC of the battery 3 is large. When the SOC of the battery 3 is large, the battery 3 cannot be charged any more. Therefore, by driving using the motor 7, the SOC of the battery 3 can be reduced and the regenerative energy can be used efficiently.
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 at the time of vehicle acceleration in the Low mode will be described. As shown in FIG. 4 (a), the forward rotation direction transmitted from the sun gear 32 by increasing the engine torque and the motor torque. The engine torque and the forward motor torque transmitted from the ring gear 35 are combined by the carrier 36, and the forward carrier torque 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 ECU 5 as the required power setting means first sets the required power to be transmitted to the drive shafts 9 and 9 (S1). Subsequently, the ECU 5 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 if the rated output of the motor 7 is exceeded, It drives with the rated output of the motor 7, and controls the rotation 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 range of the maximum rotation from the region where the engine is not stalled, preferably in the appropriate driving region where the engine 6 is efficient, and the required power and the combined power synthesized by the power combining mechanism 30 are combined. In comparison, the power of the motor 7 is controlled, and the engine 6 and the motor 7 can be prevented from malfunctioning by being driven within a range not exceeding the rated output of the motor 7 and the maximum rotational speed.

Next, control of the power output apparatus 1 that shifts up from low travel to second speed travel will be described.
From the acceleration state in the Low mode of FIG. 4B where only the first clutch 41 is connected, as shown in FIG. 7A, the second shifter 52 is in-gear at the second speed connection position, 2 The intermediate shaft 16 and the second speed drive gear 22a are connected. Hereinafter, a state in which the second shifter 52 is in-gear at the second speed connection position in the Low mode is referred to as a Low Pre2 mode. Subsequently, by switching the first and second clutches 41 and 42, that is, by disconnecting the first clutch 41 and connecting the second clutch 42, as shown in FIG. It is transmitted to the drive shafts 9 through the second transmission path, and the second speed traveling is realized. Hereinafter, the state of FIG. 7B in which the second shifter 52 is in-gear at the second speed connection position and the second clutch 42 is connected is referred to as a 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 the first clutch 41 is connected to rotate in the second speed traveling that travels via the second speed gear pair 22 by the meshing of the third speed drive gear 23a and the first common driven gear 23b. 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, the engine 6 is forcibly forced. And creating a ratio in the motor 7. 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. A combined torque of forward rotation torque transmitted from the sun gear 32 is transmitted as carrier torque to the carrier 36, and this carrier torque is used for the third speed by the meshing of the third speed drive gear 23a and the first common driven gear 23b. It is transmitted as 3rd torque from the drive gear 23a to the first shared 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 2nd torque from the second main shaft 12 to the second speed gear pair 22 via the idle gear train 27. The torque obtained by adding the 3rd torque and the 2nd torque in the counter shaft 14, here the first shared driven gear 23 b, as the total driving force is driven via the final gear 26 a, the differential gear mechanism 8, and the driving shafts 9 and 9. It is transmitted to DW and DW. As a result, the engine 7 can be assisted with the motor 7.

  The assist travel in the 2nd travel first mode can be selected as the assist travel of the second speed travel. However, during the very low speed travel in the Low mode shown in FIG. 4, that is, the motor 7 rotates in the reverse direction and the carrier rotates. It can also be selected when 36 is rotating slightly in the forward direction and the SOC of the battery 3 has reached the regeneration limit. At this time, the first and second clutches 41 and 42 are connected while sliding, and the control is performed so that an appropriate torque is transmitted to the drive wheels DW and DW through the drive shafts 9 and 9 in a so-called half-clutch state. Made. At this time, as shown in FIG. 8 (a), the motor 7 outputs motor torque so as to increase the rotational speed in the forward rotation direction, so that electric power can be consumed and reduced in extremely low speed running in the Low mode. The SOC that cannot be reduced can be reduced.

  Furthermore, when the SOC reaches the regenerative limit when shifting from the low-speed travel in the low mode to the motor travel described later, the regenerative torque cannot be output, so the motor 7 is shifted from the reverse rotation direction to the normal rotation direction. However, it is possible to prevent the regenerative torque from being lost when the motor 7 is shifted from the reverse direction to the forward direction by shifting the assist mode from the low mode to the second clutch in the second mode in the second mode. It is possible to smoothly shift to motor running.

  When charging with the motor 7 in this 2nd traveling first mode, as shown in FIGS. 9 (a) and 9 (b), by regenerating the motor 7 this time, 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 first shared driven gear 23b, the carrier torque in the reverse direction acts on the first shared driven gear 23b and is transmitted to the carrier 36 as 3rd torque. Therefore, the torque obtained by subtracting the 3rd torque from the 2nd torque in the counter shaft 14, here the first shared driven gear 23 b, becomes the total driving force via the final gear 26 a, the differential gear mechanism 8, and the drive shafts 9 and 9, and the drive wheels DW. , 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. Hereinafter, the state in which the first shifter 51 is pre-shifted to the third speed connection position from the state of the 2nd mode in FIG. 7B is also referred to as a 2nd Pre3 mode. By in-gearing the first speed-shifting shifter 51 at the third speed connecting position, the first main shaft 11 and the third speed driving gear 23a are connected to each other and rotate together, inevitably to the first main shaft 11. The carrier 36 connected to the connected 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, the 3rd 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 first shared driven gear 23b is transmitted to the first shared driven gear 23b. The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear pair 22 via the idle gear train 27. The torque obtained by adding the 3rd torque and the 2nd torque in the counter shaft 14, here the first shared driven gear 23 b, as the total driving force is driven via the final gear 26 a, the differential gear mechanism 8, and the driving shafts 9 and 9. It is transmitted to 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), by regenerating the motor 7, the ring gear 35 is rotated in the direction opposite to the rotation direction, that is, in the reverse rotation direction. Motor torque 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 first shared driven gear 23b is transmitted from the third speed gear pair 23 to the carrier 36 as 3rd torque. . The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear pair 22 via the idle gear train 27. Therefore, the torque obtained by subtracting the 3rd torque from the 2nd torque in the counter shaft 14, here the first shared driven gear 23 b, becomes the total driving force via the final gear 26 a, the differential gear mechanism 8, and the drive shafts 9 and 9, and the drive wheels DW. , 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 switching the first and second clutches 41 and 42, that is, by disconnecting the second clutch 42 and connecting the first clutch 41, the torque of the engine 6 is increased as shown in FIG. Transmission to the drive wheels DW and DW via the first transmission path realizes the third speed travel. The state shown in FIG. 12B in which the second speed-shifting shifter 52 remains in-gear at the second speed connecting position during the third speed traveling is hereinafter referred to as a 3rdPost2 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. By moving the second shifter shifter 52 from the 3rd Post2 mode to the neutral position, the 3rd mode is set.

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 the total drive force as the first shared driven gear 23b, final gear 26a, differential gear mechanism 8, and drive shafts 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), by regenerating the motor 7, the ring gear 35 is rotated in the direction opposite to the rotation direction, that is, in the reverse rotation direction. Motor torque 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. Therefore, the torque obtained by subtracting the carrier torque from the 3rd Dog torque is transmitted to the drive wheels DW and DW via the first common driven gear 23b, 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, motor travel (EV 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 41 and 42, power transmission to the engine 6 is interrupted. 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. The torque obtained by extracting the reaction force of the sun gear 32 from the carrier torque due to the meshing of the third speed driving gear 23a and the first common driven gear 23b is used as the total driving force, and the final gear 26a, the differential gear mechanism 8, the driving It is transmitted to the drive wheels DW and DW via the shafts 9 and 9. As a result, the vehicle can be driven only by the torque of the motor 7.

  If the motor 7 continues to rotate at the same rotation speed while the motor is running, the load on the PDU 2 that controls the operation of the motor 7 increases, and the motor 7 generates heat and cannot output an appropriate driving force. Is done. Therefore, for example, when the motor 7 is kept rotating at the same rotation speed for a predetermined time, such as when traveling on a certain uphill, control is performed so that the motor torque is swung, that is, the balance is not stopped. Is preferred. At this time, a brake system (not shown) is coordinated to suppress an uncomfortable feeling of the occupant with a braking force by the brake against an unnecessarily large motor torque. Thereby, smooth motor running can be performed while reducing the load on the PDU 2 and preventing excessive heat generation 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, the 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 first shared driven gear 23b, and the final gear 26a, the differential gear mechanism 8, the drive It is transmitted to the drive wheels DW and DW via the 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 first shifter 51 is returned to the neutral position to enter the Low mode.

  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. The torque obtained by extracting the reaction force in the reverse direction of the sun gear 32 from the carrier torque in the normal direction by the connection of the first main shaft 11 and the third speed drive gear 23a by the first shifter 51 is the first common as 3rd torque. It is transmitted to the driven gear 23b. Further, due to the meshing of the first shared driven gear 23b and the second speed drive gear 22a, a starting torque in the reverse direction acts on the second speed drive gear 22a. 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 6a of the engine 6 together with the starting torque transmitted from the first shared driven gear 23b to the second speed gear pair 22, the idle gear train 27, and the second main shaft 12. Ranking 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 shift shifter 52 is returned to the neutral position and the first and second clutches 41 and 42 are switched, that is, the second clutch 42 is disconnected and the first clutch 41 is connected. , Low mode is entered.

Next, engine starting while the vehicle is stopped, so-called parking will be described.
When the shift position is in the parking position, the parking lock mechanism is operated, the lock torque is applied from the parking gear 29 to the carrier 36, and the rotation of the carrier 36 is stopped. When starting the engine 6 during the parking, first, the first clutch 41 is connected to connect the engine 6 and the motor 7 via the first main shaft 11 and the power combining mechanism 30, and FIG. As shown in the figure, by rotating the motor 7 in the reverse direction by applying a motor torque in the reverse direction, the rotational speed of the sun gear 32 and the rotational speed of the carrier 36 are determined from the characteristics of the planetary gear mechanism 31 constituting the power combining mechanism 30. The sun gear 32 is positioned diagonally with the carrier 36 as the center, and the sun gear 32 rotates in the forward direction in response to the reaction force in the forward direction from the planetary gear 34. 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. Further, even when the shift position is other than parking, for example, when the vehicle is in neutral, the parking gear 29 causes the carrier 36 to act on the carrier 36 so that an unintended driving force is generated during engine startup. Can be prevented from starting. In addition to locking with the parking gear 29, a lock torque may be applied to the carrier 36 by a vehicle travel stabilizer (not shown) (hereinafter referred to as VSA).

Next, charging while the vehicle is stopped, so-called parking, will be described.
After starting the engine 6 from the state of FIG. 18B in which the engine is started during parking, the torque of the engine 6 is increased while the lock torque is applied from the parking gear 29 to the carrier 36, thereby FIG. ), The engine torque is transmitted from the sun gear 32 to the motor 7 via the ring gear 35. At this time, the motor 7 can be regenerated to charge the battery 3.

  Further, even when the shift position is other than parking, for example, when the vehicle is in neutral or reverse, instead of using the parking gear 29 to apply the lock torque to the carrier 36, the reverse shifter 53 is set at the reverse connection position. In the in-gear state, the second clutch 42 is slid and connected so as to be in a so-called half-clutch state, so that the reverse drive torque is applied to the first common driven gear 23b from the reverse drive gear 28a, and the carrier 36 is positively generated. The torque in the rolling direction may be canceled out. In this way, by applying the lock torque to the carrier 36 by the parking gear 29 or the reverse drive gear 28a, it is possible to prevent the vehicle from starting even if an unintended drive force is generated during idle charging.

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 includes the second main shaft 12, the idle drive gear 27a, the first idle driven gear 27b, the reverse gear pair 28 (the reverse drive gear 28a, the first common driven gear 23b), the final gear 26a, 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 rotation direction is directly transmitted to the drive wheels DW and DW via the first common driven gear 23b, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9, so that the vehicle can travel backward. it can.

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 device 1A of the second embodiment, the transmission 20A has a reduction ratio smaller than that of the third speed transmission gear pair 23 and the fourth speed gear pair 24 of the fourth speed gear pair 24. 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. 21 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 second shared driven gear 24b between the first shared driven gear 23b and the final gear 26a. The second shared 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 second shared 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, second shared driven gear 24b), counter The 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 drive gear 25a, the second shared 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 apparatus 1A, the torque synthesis drive (Low mode, Low Pre2 mode) is performed by the same control as that of the power output apparatus 1 of the first embodiment, and thus description thereof is omitted. Note that normal travel, motor travel, motor travel engine start, and reverse travel are also performed under the same control as the power output device 1 of the first embodiment, so here the fourth speed gear pair 24 and the fifth speed gear pair. Only the driving mode that is possible by providing 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.

  In the 2nd traveling third mode, as shown in FIG. 23 (b), by moving the first shifter 51 to the fifth speed connecting position and in-gearing from the 2nd mode in which the second clutch 42 is connected. 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. 23 (a) and 23 (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 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 pair 22 via the idle gear train 27. The sun gear 32 is engaged with the planetary gear 34 in the direction opposite to the motor torque, in this case, in the reverse direction, and the second speed driven gear 25a and the second shared driven gear 24b are engaged in the second gear. It is transmitted to the shared driven gear 24b as 5th torque. 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. 24 (a) and 24 (b), by regenerating the motor 7, the ring gear 35 is rotated in the direction opposite to the rotation direction, that is, in the reverse rotation direction. Motor torque acts. The sun gear 32 is engaged with the planetary gear 34 in a direction opposite to the motor torque, in this case, the reaction force in the forward rotation direction, and the second speed driven gear 25a and the second shared driven gear 24b are engaged with each other. It is transmitted to the shared driven gear 24b as 5th torque. The engine torque is transmitted as 2nd torque from the second main shaft 12 to the second speed gear pair 22 via the idle gear train 27. Further, due to the meshing of the third speed drive gear 23a and the first shared driven gear 23b, the carrier torque in the reverse direction is transmitted to the carrier 36 as 3rd torque in the first shared 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 travel 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 connected in-gear at the speed connection position. Hereinafter, the state in which the second shifter 52 is pre-shifted from the 3rd mode to the fourth speed connection position is referred to as a 3rd Pre4 mode. Subsequently, by switching the first and second clutches 41 and 42, that is, by disconnecting the first clutch 41 and connecting the second clutch 42, as shown in FIG. It is transmitted to the drive wheels DW and DW via the fourth transmission path, and the fourth speed traveling is realized. Hereinafter, the state of FIG. 25B in which the first shifter 51 is in-gear at the third speed connection position in the fourth speed traveling is referred to as a 4th Post3 mode.
Note that the 4th mode is achieved by moving the first shifter 51 from the 4th Post3 mode to the neutral position.

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 Post3 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. 26B, 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 first shared driven gear 23b rotate 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, the engine 6 is forcibly forced. And creating a ratio in the motor 7. 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. 26 (a) and 26 (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 torque transmitted from the sun gear 32 is transmitted to the carrier 36 as the carrier torque, and the third torque driving gear 23a and the first shared driven gear 23b mesh with each other to generate the third carrier torque. It is transmitted as 3rd torque from the speed drive gear 23a to the first shared 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 pair 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. 27 (a) and 27 (b), by regenerating the motor 7 this time, the ring gear 35 is rotated in the direction opposite to the rotational direction, that is, in the reverse direction. Motor torque 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 first shared driven gear 23b, the carrier torque in the reverse direction acts on the first shared 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. 28B, the 4th travel 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 ( 4th Post3 mode). 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. 28A and 28B, the forward rotation direction transmitted from the ring gear 35 by applying the forward motor torque from the motor 7, as shown in FIGS. 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, the 3rd 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 first shared driven gear 23b is transmitted to the first shared driven gear 23b. Engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear pair 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. 29 (a) and 29 (b), the motor 7 is now regenerated, so that the ring gear 35 is rotated in the direction opposite to the rotation direction, that is, in the reverse rotation direction. Motor torque 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 first shared driven gear 23b acts on the third speed drive gear 23a as 3rd torque. The engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear pair 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. 30 (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. . Hereinafter, the state in which the first shifter 51 is pre-shifted from the 4th mode state to the fifth speed connection position is also referred to as a 4th Pre5 mode. 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. 30 (a) and 30 (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 torque transmitted from the sun gear 32 is transmitted to the carrier 36 as a carrier torque, and the 3rd torque is obtained as a 3rd torque by meshing between the third speed drive gear 23a and the first shared 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 pair 24 via the idle gear train 27. Further, a reaction force in the direction opposite to the motor torque, in this case the reverse direction, acts on the sun gear 32 due to meshing with the planetary gear 34, and 5th torque is achieved by meshing between the fifth speed drive gear 25a and the second shared driven gear 24b. Is transmitted to the second shared 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. 31 (a) and 31 (b), by regenerating the motor 7, the ring gear 35 is rotated in the direction opposite to the rotation direction, that is, in the reverse rotation direction. Motor torque acts. The sun gear 32 is engaged with the planetary gear 34 in a direction opposite to the motor torque, in this case, the reaction force in the forward rotation direction, and the second speed driven gear 25a and the second shared driven gear 24b are engaged with each other. It is transmitted to the shared driven gear 24b as 5th torque. The engine torque is transmitted as 4th torque from the second main shaft 12 to the fourth speed gear pair 24 via the idle gear train 27. Further, due to the meshing of the third speed drive gear 23a and the first shared driven gear 23b, the carrier torque in the reverse direction is transmitted to the carrier 36 as 3rd torque in the first shared 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, by switching the first and second clutches 41 and 42, that is, by disconnecting the second clutch 42 and connecting the first clutch 41, as shown in FIG. Transmission to the drive wheels DW and DW via the transmission path realizes fifth speed travel. The state of FIG. 32B in which the second shifter 52 is in-gear at the fourth speed connection position during the fifth speed traveling is hereinafter referred to as a 5th Post4 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. By moving the second shift shifter 52 from the 5th Post4 mode to the neutral position, the 5th mode is set.

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, with respect to the rotation speed of the carrier 36 that rotates due to the meshing of the third speed driving gear 23a and the first shared driven gear 23b, The state in which the ratio of the engine 6 and the motor 7 is forcibly created by utilizing the fact that the rotational speed of the sun gear 32 connected through the fifth speed gear pair 25 is always low is the first shifter 51 for shifting. Has already been produced by moving to the fifth speed connection position and in-gearing.

  When assisting with the motor 7 in this mode, as shown in FIGS. 33 (a) and 33 (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 torque transmitted from the sun gear 32 is transmitted to the carrier 36 as the carrier torque, and the third speed drive gear 23a and the first shared driven gear 23b are engaged with each other as the 3rd torque. 1 is transmitted to the common 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. 34 (a) and 34 (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, 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 drive gear 23a and the first shared driven gear 23b, the carrier torque in the reverse direction is transmitted to the first shared 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 apparatus 1A includes another motor travel second mode in addition to the motor travel first mode as motor travel.
In the motor traveling second mode, as shown in FIG. 35 (b), the first and second clutches 41 and 42 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 combined torque of the direction torque is transmitted to the carrier 36 as a carrier torque, and is transmitted to the third speed gear pair 23 as a 3rd torque by meshing between the third speed driving gear 23a and the first shared driven gear 23b. The sun gear 32 is engaged with the planetary gear 34 in the direction opposite to the motor torque, in this case, in the reverse direction, and the second speed driven gear 25a and the second shared driven gear 24b are engaged in the second gear. 5th torque acts on the shared 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.
Also in this second motor travel mode, as described with reference to FIGS. 16 and 17, the engine 6 can be started by connecting either the first clutch 41 or the second clutch 42.

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. 36 (a) and 36 (b), the reverse shifter 53 is in-geared at the reverse connection position to connect the second clutch 42 and to the first shift shifter 51. Is in-geared at the fifth speed connecting position, and the motor 7 is caused to act on the torque in the reverse direction. 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 first shared 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 gear drive gear 25a and the second shared driven gear 24b are engaged with each other. 2 is transmitted to the 5th torque to the shared driven gear 24b. 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 Embodiments 1 and 2 thus configured, 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. In addition, since 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, the motor driving first mode and the motor described above are used. As described in the travel second mode, the motor travel can be performed without bringing the engine 6 by disconnecting the first clutch 41 and the second clutch 42. Thereby, the load at the time of motor driving can be reduced and the fuel consumption can be improved.
Furthermore, after the first gear shifter 51 or the second gear shifter 52 is in-gear (pre-shifted) in advance to the gear to be changed during the shift change, the first clutch 41 and the second clutch 42 are changed over, so that the clutch It is possible to shorten the time for connecting and disconnecting the gears, thereby suppressing a shift shock.

  Further, according to the power output devices 1 and 1A, while the engine 6 is idling, the motor 7 can be regenerated and the planetary gear mechanism 31 can absorb the slip, so that it is not necessary to provide the slip mechanism on the clutch. The clutch can be downsized. Further, since the planetary gear mechanism 31 can absorb a shock due to a change in driving force caused by an engine brake or the like, a small dry clutch can be used. Furthermore, the use of a dry clutch can further shorten the connection / disconnection time of the clutch. As a result, the heat energy that has been generated by absorbing the slip by the conventional clutch is reused as electric power by generating power with the motor 7 and charging the battery 3 as described in the above-described charging during stoppage. Energy saving.

  Further, according to the power output devices 1 and 1A, by adjusting the torque of the motor 7 in accordance with the torque of the engine 6 in the torque synthesis drive, the engine 6 can be driven within the maximum rotation range from the engine stall region. It is possible to prevent the engine 6 from being overloaded. In particular, driving the engine 6 in an appropriate driving range can improve fuel efficiency, and driving the motor 7 within a range that does not exceed the rated output and the maximum rotational speed of the motor 7 Can be prevented.

  Moreover, according to the power output devices 1 and 1A, the engine 7 can be assisted or charged in a plurality of modes using the motor 7, so that depending on the situation, for example, the remaining capacity of the power storage device, the torque of the motor 7, Efficient operation is possible by appropriately selecting a mode according to the rotational speed and the like.

  Further, according to the power output devices 1 and 1A, the engine 6 can be started in the three modes of the motor travel first start mode, the motor travel second start mode, and the engine start during stop. As a result, the motor 7 can be used as a starter motor, and it is not necessary to provide a starter motor. In addition to reducing the size and weight of the power output devices 1 and 1A, the cost can be reduced.

  Further, according to the power output apparatus 1, 1 </ b> A, the first speed change shifter 51 connects the first main shaft 11 and the third speed drive gear 23 a to travel at the third speed, and the first speed shifter 51. When the first main shaft 11 and the third speed drive gear 23a are disconnected and the torque combined drive is performed, the power is transmitted to the drive shaft via the third speed gear pair 23 in common. Therefore, the number of gears can be reduced to reduce the size and weight of the power output device 1, 1A. Further, in the torque synthesis drive, in a state where the engine 6 is driven and the motor 7 is regenerated, the power transmitted from the carrier 36 to the drive shafts 9 and 9 through the third transmission path is the driving force equivalent to the first speed. Since the transmission 20 is configured as described above, the vehicle can start and run at a low speed while being charged by the electric motor even when the remaining capacity of the power storage device is exhausted. Furthermore, it is not necessary to provide a first speed gear pair, and the size and weight can be reduced.

  Further, according to the power output devices 1 and 1A, since the first shared driven gear 23b serves as the third speed gear pair 23 and the second speed gear pair 22, the power output devices 1 and 1A can be reduced in size and weight. Can be achieved.

  Furthermore, according to the power output apparatus 1A, the second shared driven gear 24b serves as the fourth speed gear pair 24 and the fifth speed gear pair 25, so that the power output apparatus 1A can be reduced in size and weight. it can. Further, the first main shaft 11 is provided with a third speed drive gear 23a and a fifth speed drive gear 25a, and the second intermediate shaft 16 is provided with a second speed drive gear 22a and a fourth speed drive gear 24a. The shaft 14 has a fourth speed that meshes with a first common driven gear 23b, a fifth speed drive gear 25a, and a fourth speed drive gear 24a that mesh with the third speed drive gear 23a and the second speed drive gear 22a. Since the drive gear 24b is provided, the layout of the transmission gear pair can be compressed, and the power output device 1A can be reduced in weight and size. Therefore, for example, it can also be arranged in the engine room of an FF (front engine / front drive) vehicle.

  Further, according to the power output device 1, 1 </ b> A, the reverse drive gear 28 a is provided on the first intermediate shaft 15 for transmitting the power of the engine 6 to the second speed gear pair 22, so that the power output device 1, The size and weight of 1A can be reduced.

  Further, according to the power output devices 1 and 1A, the gears of the drive shafts 9 and 9 from the motor 7 in the third speed gear pair 23 used during low travel and the fifth speed gear pair 25 used during fifth speed travel. Since the number of bites is small, transmission efficiency can be increased in gears that particularly require assistance from the motor 7.

<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 1B 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 first common driven gear 23 b that meshes with a second speed drive gear 22 a attached to the connecting shaft 13, and a fourth shaft provided on the first main shaft 11. A second shared driven gear 24b that meshes with the speed drive gear 24a and a final gear 26a that meshes with the differential gear mechanism 8 are attached. The first shared driven gear 23b and the second speed drive gear 22a constitute a second speed gear pair 22, and the second shared driven gear 24b and the fourth speed drive gear 24a constitute a fourth speed gear pair 24. Is configured.

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. Further, the third speed drive gear 23a meshes with the first shared driven gear 23b attached to the counter shaft 14, and constitutes a third speed gear pair 23 together with the first shared driven gear 23b. The gear 25a meshes with a second shared driven gear 24b attached to the counter shaft 14, and constitutes a fifth speed gear pair 25 together with the second shared 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 1C of the fourth embodiment has the same configuration as that of the power output apparatus 1A of the second embodiment except that the planetary gear mechanism constituting the power combining mechanism and the transmission position are 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 connection / disconnection means), and the second intermediate shaft 16 is connected to a second clutch 42 (first connection / disconnection) provided on the second main shaft 12. 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.

<Fifth Embodiment>
Next, a power output apparatus according to a fifth embodiment of the present invention will be described with reference to FIG. The power output device 1D of the fifth embodiment has the same configuration as the power output device 1A of the second embodiment except for the configuration of the reverse gear train. 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.

  In the transmission 20D of the present embodiment, only the first idle driven gear 27b that meshes with the idle drive gear 27a attached to the second main shaft 12 is attached to the first intermediate shaft 15. The first idle driven gear 27b, together with the idle drive gear 27a attached to the second main shaft 12 and the second idle driven gear 27c attached to the second intermediate shaft 16, constitutes a first idle gear train 27A, and the second clutch By connecting 42, the counter shaft 6a of the engine 6 is coupled to the second intermediate shaft 16 which is one of the two transmission shafts.

  On the other hand, the reverse drive gear 28a is provided on the reverse shaft 17 rotatably supported by the bearings 17a and 17b around the rotation axis E1 parallel to the rotation axis A1, and is attached to the first main shaft 11. The reverse driven gear 28b meshes with the reverse driven gear 28b to constitute a reverse gear pair 28. The reverse shaft 17 is attached with a third idle driven gear 27d that meshes with the first idle driven gear 27b attached to the first intermediate shaft 15. The third idle driven gear 27d constitutes a second idle gear train 27B together with the idle drive gear 27a and the first idle driven gear 27b. Further, a reverse shifter 53 for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side. When the reverse shifter 53 is in-gear at the reverse connection position, the reverse shaft 17 and the reverse drive gear 28a rotate together. When the reverse shifter 53 is at the neutral position, the reverse shaft 17 and the reverse drive The gear 28a rotates relative to the gear 28a.

  In the power output apparatus 1D configured as described above, the reverse shifter 53 is in-geared at the reverse connection position from the initial state, and the motor torque in the reverse direction is applied to the motor 7 to engage the second clutch 42. Realized. As a result, the torque of the engine 6 is changed to the second main shaft 12, the second idle gear train 27B (the idle drive gear 27a, the first idle driven gear 27b, the third idle driven gear 27d), the reverse shaft 17, and the reverse gear pair 28. (Reverse drive gear 28a, reverse drive gear 28b) is transmitted to the sun gear 32 of the planetary gear mechanism 30 via the first main shaft 11, and the engine torque and the motor torque are combined by the carrier 36, and the combined torque is obtained. Via the connecting shaft 13, the third speed gear pair 23 (the third speed drive gear 23a, the first common driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9, 9. And transmitted to the drive wheels DW and DW.

  The power output apparatus 1D configured as described above also has the same operations and effects as those of the first to fourth embodiments.

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

Moreover, according to the said embodiment, it has the following effects.
Since the two speed change shafts are provided, the degree of freedom in design as a hybrid vehicle can be increased.

  Since the two speed change shafts are respectively connected to the internal combustion engine via the connecting / disconnecting means, the shift shock can be reduced by switching the connecting / disconnecting means.

  A twin-clutch transmission is configured by providing a shift stage consisting of an odd number on one of the two transmission shafts and providing a shift stage consisting of an even number on the other of the two transmission shafts. Since the 1st element of a synthetic | combination mechanism can be connected, the freedom degree of design can be made high as a hybrid vehicle.

  Even if there is no SOC of the battery, the motor is regenerated and the regenerative torque and the torque of the internal combustion engine are combined to output the torque corresponding to the first speed, so that the vehicle can be started without the battery SOC.

  Even if there is no battery SOC, the motor is regenerated and the regenerative torque and the driving torque of the internal combustion engine are combined to output a torque corresponding to the first speed, so that the vehicle can be started without the battery SOC. . Further, by utilizing the third speed gear pair also during the first speed traveling, it is not necessary to separately provide the first speed gear pair, and the power output device can be reduced in size and weight. In addition, since the first shared driven gear serves as both the third speed gear pair and the second speed gear pair, it is possible to further reduce the size and weight of the power output device by compressing the layout of the transmission gear pair. it can.

  Even if there is no battery SOC, the motor is regenerated and the regenerative torque and the driving torque of the internal combustion engine are combined to output a torque corresponding to the first speed, so that the vehicle can be started without the battery SOC. . Further, since the electric motor rotates in the forward rotation direction when the vehicle reaches a predetermined speed or more, the driving torque of the internal combustion engine can be synthesized as the driving torque of the electric motor to run at the first speed.

  During idling of the internal combustion engine, slip can be absorbed by the power combining mechanism, so that it is not necessary to provide a slip mechanism in the clutch, and the clutch can be downsized.

  The internal combustion engine can be started using a driving electric motor. As a result, the driving electric motor can also serve as a starter for starting the internal combustion engine.

  The battery can be charged by regenerating an electric motor and generating electric power while the vehicle is stopped.

  A combined torque of the internal combustion engine torque and the motor torque can be transmitted to the drive shaft in accordance with the required torque.

  By adjusting the torque of the electric motor in accordance with the torque of the internal combustion engine, the internal combustion engine can be driven within the maximum rotation range from the engine stall region, and an excessive load can be prevented from being applied to the internal combustion engine. .

  Driving the internal combustion engine in an appropriate drive range can improve fuel efficiency, and driving the motor within a range that does not exceed the rated output and maximum rotational speed can prevent the motor from being overloaded. it can.

  The vehicle can travel at the second speed with the power of the internal combustion engine, and can assist or regenerate with the electric motor according to the traveling state during the second speed traveling.

  The vehicle can travel at the third speed with the power of the internal combustion engine, and can assist or regenerate with an electric motor according to the traveling state during the third speed traveling.

  EV traveling by an electric motor can be realized.

  The internal combustion engine can be started in two ways while the motor is running.

  Since the second shared driven gear serves as both the fourth speed gear pair and the fifth speed gear pair, the layout of the transmission gear pair can be compressed, and the power output device can be reduced in size and weight. . Thereby, it can arrange | position in the engine room of FF (front engine * front drive) vehicle, for example.

  The vehicle can travel in the fourth speed with the power of the internal combustion engine, and can assist or regenerate with the electric motor according to the traveling state during the fourth speed travel.

  The vehicle can travel in the fifth speed with the power of the internal combustion engine, and can assist or regenerate with an electric motor in accordance with the traveling state during the fifth speed travel.

  By providing the reverse drive gear on the intermediate shaft for transmitting the power of the internal combustion engine to the second speed gear pair, the power output device can be reduced in size and weight. In addition, since the first shared driven gear serves as the third speed gear pair, the second speed gear pair, and the reverse gear pair, the power output device can be further reduced in size and weight by compressing the layout of the transmission gear pair. Can be planned.

  The vehicle can travel backward with the power of the internal combustion engine, and can assist with the electric motor according to the traveling situation during the backward traveling.

  By providing a reverse shaft in addition to the intermediate shaft, the axial length of the intermediate shaft and the reverse shaft can be shortened.

  It is possible to travel backward by combining the power of the internal combustion engine and the electric motor.

  Even if an unintended driving force is applied, the vehicle can be prevented from starting.

  Even when the SOC of the battery reaches the regenerative limit during traveling in the first speed using the regenerative torque, the drive torque of the electric motor can be output and electric power can be consumed. Therefore, the vehicle can be started even if the SOC of the battery has reached the regenerative limit.

  Even when the SOC reaches the regenerative limit during the first speed travel, it is possible to smoothly shift from the first speed travel to the EV travel.

  Smooth motor running can be performed while reducing the load on the motor control device and preventing excessive heat generation of the motor.

  Since the power combining mechanism can absorb a shock caused by a change in driving force generated by an engine brake or the like, a dry clutch can be used. Further, by using the dry clutch, it is possible to shorten the time required for connecting and disconnecting the clutch, and to suppress a shift shock.

  By using a planetary gear mechanism as the power combining mechanism, the power of the internal combustion engine and the power of the electric motor can be combined with a simple configuration.

  The power output device can be reduced in size.

1, 1A, 1B, 1C, 1D Power output device 6 Engine 7 Motor 9 Drive shaft 11 First main shaft (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)
17 Reverse shaft 20, 20A, 20B, 20C, 20D Transmission 22 Second speed gear pair 22a Second speed drive gear 23 Third speed gear pair 23a Third speed drive gear 23b First common driven gear 24 First 4th-speed gear pair 24a 4th-speed drive gear 24b 2nd shared driven gear 25 5th-speed gear pair 25a 5th-speed drive gear 26a Final gear 27 Idle gear train 27A 1st idle gear train 27B 2nd idle gear Row 27a Idle drive gear 27b First idle driven gear 27c Second idle driven gear 27d Third idle driven gear 28 Reverse gear pair 28a Reverse drive gear 28b Reverse drive gear 29 Parking gear 30 Power combining mechanism 31 Planetary gear mechanism ( Power synthesis 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 Shifter for the first shift 52 Shifter for the second shift 53 Reverse shifter 54 Shifter for the third shift

Claims (3)

Used in vehicles with an internal combustion engine and an electric motor as drive sources,
Mechanical power from the crankshaft of the internal combustion engine and the electric motor is received by a first input shaft connected to the electric motor, and any one of a plurality of shift stages is engaged, and the first input A first speed change mechanism capable of coupling the shaft and the drive wheel;
The mechanical power from the crankshaft of the internal combustion engine is received by a second input shaft, and any one of a plurality of shift stages is engaged, and the second input shaft and the drive wheel are connected. A second speed change mechanism capable of
An output shaft having a driven gear meshing with a speed change gear provided in the first speed change mechanism and the second speed change mechanism, and an output gear connected to the drive wheel;
First connection / disconnection means capable of connecting the crankshaft of the internal combustion engine and the first input shaft;
A second connecting / disconnecting means capable of connecting the crankshaft of the internal combustion engine and the second input shaft;
The first speed change mechanism is coupled with a power combining mechanism configured to be able to combine the power from the internal combustion engine and the power from the electric motor, and the first to third elements can be differentially rotated with each other. And
The second input shaft can transmit power to the drive wheels without going through the power combining mechanism,
A power output device characterized in that the first connecting / disconnecting means and the second connecting / disconnecting means are connected while sliding to allow the vehicle to travel while adjusting the torque transmitted to the drive wheels.   When shifting from the state where the internal combustion engine and the electric motor are both used as a drive source to the EV running using the electric motor as a drive source, any one of a plurality of shift stages of the second transmission mechanism is engaged. 2. The power output apparatus according to claim 1, wherein the second output shaft and the driving wheel are connected to each other, and the second connecting / disconnecting unit is connected while sliding to travel. It is a control method of the power output device according to claim 1,
Driving the internal combustion engine in an appropriate drive region of the internal combustion engine;
Determining whether the target output of the motor exceeds the rated output of the motor;
When the target output of the motor exceeds the rated output of the motor, the motor is driven with the rated output of the motor and the rotational speed of the internal combustion engine is controlled, so that the target output of the motor does not exceed the rated output of the motor. In this case, it is determined whether the target rotational speed of the electric motor exceeds the maximum rotational speed of the electric motor,
When the target rotational speed of the electric motor does not exceed the maximum rotational speed of the electric motor, the motor is driven while the internal combustion engine is driven in an appropriate drive region, and the target rotational speed of the electric motor is the maximum rotational speed of the electric motor. In the case of exceeding the above, the motor is driven at the maximum number of revolutions of the electric motor and the number of revolutions of the internal combustion engine is controlled.

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