JP5799684B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device.

  As a conventional power transmission device mounted on a vehicle, for example, Patent Document 1 includes an engine, a generator, and an electric motor for driving wheel driving, and a part of the output of the engine via a planetary gear device and an output gear. A hybrid vehicle drive device is disclosed that outputs the power to the generator and the rest to the drive wheels. In this hybrid vehicle drive device, the planetary gear device carrier is connected to the output shaft of the engine, the sun gear is connected to the rotating shaft of the generator, and the rotation is transmitted from the ring gear to the output gear but in the opposite direction. The ring gear is connected to the output gear through a one-way clutch that does not transmit, so that the rotation of the ring gear can be connected to and disconnected from the case.

JP 2002-316542 A

  By the way, in the hybrid vehicle drive device described in Patent Document 1 as described above, the output gear is disposed on the side of the ring gear with respect to the axial direction via a one-way clutch. A configuration capable of switching the power transmission state with a simple configuration is desired.

  Then, an object of this invention is to provide the power transmission device which can switch the transmission state of power with a compact structure.

  In order to achieve the above object, a power transmission device according to the present invention includes an input rotation element and an output rotation element that are differentially rotatable about a rotation axis as a rotation center, and outputs the power input to the input rotation element as the output rotation. A planetary gear mechanism that can output from the element, and the output rotating element that is formed in a cylindrical shape on the inner side and that can rotate relative to the output rotating element with the rotation axis as the center of rotation. An output rotating member that can output to the drive wheel side of the vehicle, and the output rotating element that is formed in a cylindrical shape and is inserted inside, and moves along the rotation axis, whereby the output rotating element and the output An engagement moving member that can be switched between an engagement state in which the rotating member is engaged so as to transmit power and a release state in which the engagement is released is provided.

  In the power transmission device, the output rotation member is provided at a portion facing the engagement movement member in a direction along the rotation axis, and meshes with the engagement movement member in the engagement state. And the driven wheel on the driving wheel side, and when transmitting power from the output rotating element side to the driven gear side, a thrust force toward the engagement moving member side along the rotation axis And a tooth trace formed to be inclined with respect to the rotation axis.

  Further, in the power transmission device, a force that is provided on the opposite side of the output rotation member from the engagement moving member with respect to the direction along the rotation axis, and that acts on the output rotation member along the rotation axis. Can be provided with a receiving member that receives the elastic member via an elastic member.

  In the power transmission device, the output rotation element has a tooth portion that is formed on the outer surface along the rotation axis and meshes with the engagement moving member, and the tooth portion can be locked by the locking member. It can also be used as a certain parking gear.

  In the power transmission device, the planetary gear mechanism includes a sun gear that is an external gear, a ring gear that is an internal gear arranged coaxially with the sun gear, and a pinion gear that meshes with the sun gear and the ring gear. The output rotating element may be the ring gear.

  The power transmission device according to the present invention has an effect that the power transmission state can be switched with a compact configuration.

FIG. 1 is a partial cross-sectional view illustrating a schematic configuration around a planetary gear mechanism of a power transmission device according to a first embodiment. FIG. 2 is a schematic diagram illustrating a schematic configuration of the drive device according to the first embodiment. FIG. 3 is a schematic diagram illustrating a schematic configuration of the drive device according to the first embodiment. FIG. 4 is a partial cross-sectional view illustrating a schematic configuration around the planetary gear mechanism of the power transmission device according to the second embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
FIG. 1 is a partial cross-sectional view illustrating a schematic configuration around a planetary gear mechanism of a power transmission device according to a first embodiment, and FIGS. 2 and 3 are schematic diagrams illustrating a schematic configuration of a drive device according to the first embodiment. Note that FIG. 2 shows the time when the vehicle is driven by the engine / HV, and FIG. 3 shows the time when the vehicle is driven by EV / regenerative.

  A power transmission device 20 of the present embodiment shown in FIG. 1 transmits power generated by a traveling power source, and is mounted on a vehicle 1 and applied to a drive device 2 as shown in FIGS. Is done. The drive device 2 drives the drive wheels 30 of the vehicle 1 in a rotational manner and propels the engine 10 as a driving power source (prime mover) and a motor generator as a motor capable of generating electricity (hereinafter, unless otherwise specified). This is a so-called hybrid type drive device equipped with MG1 and MG2 (abbreviated as “motor”). That is, the vehicle 1 is a so-called hybrid vehicle, and includes a motor and a motor generator as a power source in addition to the internal combustion engine. The vehicle 1 operates the internal combustion engine in a state as efficient as possible, compensates for excess or deficiency of the driving force and engine braking force with an electric motor or a motor generator, and regenerates energy during deceleration. Thus, the vehicle 1 is a vehicle configured to reduce exhaust gas from the internal combustion engine and simultaneously improve fuel consumption.

  Specifically, as shown in FIG. 2, the drive device 2 is rotated by the engine 10 as an internal combustion engine, the power transmission device 20 coupled to the engine 10, and the power transmitted via the power transmission device 20. A driving wheel 30 to be driven and an ECU 40 which is an electronic control unit mainly composed of a known microcomputer including a CPU, a ROM, a RAM and an interface are provided. The drive device 2 is configured to be able to use the engine 10 and the motors MG1 and MG2 together or as a prime mover by being controlled by the ECU 40.

  The engine 10 is a heat engine that converts fuel energy into mechanical work and outputs it by burning the fuel. The engine 10 can generate mechanical power (engine torque) on the crankshaft 11 as the fuel burns, and can output this mechanical power from the crankshaft 11 toward the drive wheels 30.

  The power transmission device 20 transmits the power generated by the traveling power source to the drive wheels 30, and the motors MG 1, MG 2, the planetary gear mechanism 50, the speed reduction mechanism 60, the differential mechanism 70, and the engagement device 80. And so on.

  The motors MG1 and MG2 are rotary electric machines, so-called motor generators, that have a function as an electric motor that converts supplied electric power into mechanical power and a function as a generator that converts input mechanical power into electric power. is there. The motor MG1 is mainly used as a generator that generates power upon receiving the output of the engine 10, and the motor MG2 is mainly used as an electric motor that outputs driving power. The motor MG2 is composed of an AC synchronous motor or the like, is driven by receiving AC power supplied from an inverter (not shown), generates mechanical power (motor torque) in the rotor, and this mechanical power is transmitted to the rotor. To the drive wheel 30 can be output. Similarly to the motor MG2, the motor MG1 has a configuration as an AC synchronous motor. The motor MG1 is coupled to a rotor with a rotation shaft 21 rotatable about a rotation axis C1, and the motor MG2 is coupled to the rotor with a rotation shaft 22 rotatable about a rotation axis C2 parallel to the rotation axis C1. . Note that the rotation axis C1 coincides with the rotation axis of the crankshaft 11.

  The planetary gear mechanism 50 can divide (distribute) the mechanical power output from the engine 10 into the motor MG1 side and the drive wheel 30 side. The planetary gear mechanism 50 includes a sun gear 50s, a carrier 50c, and a ring gear 50r that can rotate about the same rotation axis C1 as a plurality of rotation elements that can rotate differentially with each other. The sun gear 50s is an external gear. The ring gear 50r is an internal gear arranged coaxially with the sun gear 50s. The carrier 50c supports the pinion gear 50p meshing with the sun gear 50s and the ring gear 50r so as to be capable of rotating and revolving.

  In the planetary gear mechanism 50 of the present embodiment, the carrier 50c is an input rotation element to which power from the engine 10 is input, and the ring gear 50r is an output rotation element that outputs the power transmitted to the carrier 50c. The sun gear 50s is coupled so that the rotary shaft 21 can rotate integrally. The crankshaft 11 is coupled to the carrier 50c so as to be integrally rotatable. The ring gear 50r is connected to a first counter drive gear 23, which is an output rotating member and a drive gear, via an engagement device 80 described later so as to be engaged and disengageable. In the planetary gear mechanism 50, the power generated by the engine 10 is input to the carrier 50c, and the power input to the carrier 50c can be output from the ring gear 50r. The first counter drive gear 23 is an output rotating member that can output the transmitted power to the drive wheel 30 side of the vehicle 1.

  The speed reduction mechanism 60 integrates the mechanical power transmitted from the planetary gear mechanism 50 and the mechanical power transmitted from the rotary shaft 22, and decelerates the integrated mechanical power to increase the torque. The speed reduction mechanism 60 includes a counter shaft 61, a counter driven gear 62 as a driven gear, and a final drive gear 63. The counter shaft 61 is a rotation shaft that can rotate around a rotation axis C3 parallel to the rotation axes C1 and C2. The counter driven gear 62 is coupled to the counter shaft 61 and meshes with the first counter drive gear 23. The final drive gear 63 is coupled to the counter shaft 61.

  Here, in the motor MG2 described above, the second counter drive gear 24 is coupled to the rotating shaft 22. The counter driven gear 62 meshes with the second counter drive gear 24 together with the first counter drive gear 23. The mechanical power output from the motor MG2 is transmitted to the counter driven gear 62 via the rotary shaft 22 and the second counter drive gear 24.

  The differential mechanism 70 distributes the mechanical power transmitted from the speed reduction mechanism 60 to the left and right drive shafts 71 and outputs it. The differential mechanism 70 includes a ring gear 72 and the like. Ring gear 72 meshes with final drive gear 63. The drive wheels 30 are respectively coupled to the left and right drive shafts 71 and rotate together with the drive shaft 71.

  The engaging device 80 can be switched between an engaged state in which the ring gear 50r and the first counter drive gear 23 are engaged so that power can be transmitted and a released state in which the engagement is released. The released state of the engagement device 80 is a state in which the ring gear 50r and the first counter drive gear 23 are disconnected and the power transmission between the ring gear 50r and the first counter drive gear 23 is cut off. Here, a dog clutch device which is a so-called meshing engagement device is used as the engagement device 80. The engaging device 80 will be described in detail later.

  The ECU 40 is a control device for controlling the engine 10 and the motors MG1 and MG2 in a coordinated manner. The ECU 40 is mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 40 receives electric signals corresponding to detection results detected by various sensors, and the vehicle 40 such as a fuel injection device, a throttle valve device, motors MG1, MG2, and an inverter of the engine 10 according to the input detection results. A drive signal can be output to each part to control the drive. The drive device 2 of the vehicle 1 is configured to be able to use the engine 10 and the motors MG1 and MG2 together or as a prime mover by being controlled by the ECU 40.

  The ECU 40 engages the engagement device 80 as shown in FIG. 2 when the engine travels the vehicle 1 with the power of the engine 10 and when the vehicle 1 travels with the power of the engine 10 and the power of the motor MG2. Control to the state. In this case, the power transmission device 20 divides the mechanical power output from the crankshaft 11 of the engine 10 to the carrier 50c into the sun gear 50s and the ring gear 50r from the pinion gear 50p of the planetary gear mechanism 50. The power transmission device 20 transmits, for example, mechanical power from the engine 10 transmitted from the ring gear 50r to the first counter drive gear 23 during engine running via the counter driven gear 62, the differential mechanism 70, the drive shaft 71, and the like. This is transmitted to the drive wheel 30. In addition, the power transmission device 20 includes, for example, mechanical power from the engine 10 transmitted from the ring gear 50r to the first counter drive gear 23 during HV traveling, and a motor transmitted from the rotary shaft 22 to the second counter drive gear 24. The mechanical power from the MG 2 is integrated by the counter driven gear 62 and transmitted to the drive wheel 30 via the differential mechanism 70, the drive shaft 71 and the like.

  On the other hand, as shown in FIG. 3, during the EV travel in which the vehicle 1 travels by the power of the motor MG2 instead of the power of the engine 10, the ECU 40 performs regenerative braking by the motor MG2 when the vehicle 1 is braked. The engagement device 80 is controlled to the released state. The power transmission device 20 drives, for example, the mechanical power from the motor MG2 transmitted from the rotary shaft 22 to the second counter drive gear 24 during EV traveling via the counter driven gear 62, the differential mechanism 70, the drive shaft 71, and the like. Transmit to wheel 30. For example, during regenerative travel, the power transmission device 20 transmits power from the drive wheel 30 side to the second counter drive gear 24 via the drive shaft 71, the differential mechanism 70, the counter driven gear 62, and the like. MG2 generates electricity by regeneration.

  When the engagement device 80 is in the released state as described above, the power transmission device 20 typically has the first counter drive gear 23 in the engagement device 80 during EV travel or regenerative travel of the vehicle 1. In this state, the ring gear 50r is disconnected. As a result, in the power transmission device 20, the rotating elements of the planetary gear mechanism 50 including the ring gear 50r that does not contribute to power transmission, the rotating shaft 21, the rotor of the motor MG1, and the like are swung with the rotation of the first counter drive gear 23. This can prevent so-called drag loss.

  By the way, as shown in FIG. 1, the power transmission device 20 of the present embodiment includes a ring gear 50 r that is an output rotation element of the planetary gear mechanism 50, a first counter drive gear 23 that is an output rotation member, and an engagement device 80. By disposing the dog clutch sleeve 81, which is the engagement moving member, in an appropriate positional relationship, a configuration in which the power transmission state can be switched with a more compact configuration is realized.

  In the following description, unless otherwise specified, the direction along the rotation axis C1 is referred to as the axial direction, the direction orthogonal to the rotation axis C1, that is, the direction orthogonal to the axial direction is referred to as the radial direction, and the rotation axis The direction around C1 is referred to as the circumferential direction. Further, in the radial direction, the rotation axis C1 side is referred to as a radial inner side, and the opposite side is referred to as a radial outer side.

  In the planetary gear mechanism 50, as described above, the sun gear 50s is coupled to the rotary shaft 21 so as to be integrally rotatable, and the carrier 50c is coupled to the crankshaft 11 so as to be integrally rotatable. The ring gear 50r is a cylindrical member formed in a cylindrical shape, and is arranged so that the center axis is coaxial with the rotation axis C1. In the ring gear 50r, the carrier 50c, the pinion gear 50p, the sun gear 50s, a part of the rotating shaft 21, a part of the crankshaft 11, and the like are inserted on the radially inner side (inner peripheral surface side). The ring gear 50r is rotatably supported on the casing 27 through bearings (for example, ball bearings) 25 and 26 on the inner peripheral surface side. The two bearings 25 and 26 are arranged opposite to each other so as to sandwich the pinion gear 50p and the carrier 50c with respect to the axial direction. The bearing 25 rotatably supports one end portion of the inner peripheral surface of the ring gear 50r, here, the end portion on the crankshaft 11 side, and the bearing 26 is the end portion of the other inner peripheral surface of the ring gear 50r. Then, the end part on the rotating shaft 21 side is supported rotatably.

  The first counter drive gear 23 and the dog clutch sleeve 81 are both cylindrical members formed in a cylindrical shape, and both are arranged so that the center axis is coaxial with the rotation axis C1. The first counter drive gear 23 and the dog clutch sleeve 81 are arranged so as to cover the radially outer side of the ring gear 50r. That is, in the first counter drive gear 23 and the dog clutch sleeve 81, the ring gear 50r is inserted radially inward (inner peripheral surface side). The first counter drive gear 23 and the dog clutch sleeve 81 are provided adjacent to each other in the axial direction. Here, the first counter drive gear 23 is disposed on one end side of the ring gear 50r on the side supported by the bearing 25, and the dog clutch sleeve 81 is disposed substantially at the center of the ring gear 50r. That is, the first counter drive gear 23 and the dog clutch sleeve 81 are arranged such that the first counter drive gear 23 is on the crankshaft 11 side and the dog clutch sleeve 81 is on the rotating shaft 21 side in the axial direction. In the power transmission device 20, a parking pole 90, which will be described later, is arranged on the other end side of the ring gear 50r on the side supported by the bearing 26. In other words, the power transmission device 20 is configured such that the parking pole 90, the dog clutch sleeve 81, and the first counter drive gear 23 are arranged in this order along the axial direction outside the ring gear 50r in the radial direction.

  The first counter drive gear 23 is rotatably supported on the outer peripheral surface of the ring gear 50r through the bearing (for example, needle bearing) 28 on the inner peripheral surface side. Accordingly, the first counter drive gear 23 is configured to be rotatable relative to the ring gear 50r with the rotation axis C1 as the rotation center. Here, in the ring gear 50r, an annular recess 51 is formed on the outer peripheral surface of one end portion on the side supported by the bearing 25 (end portion on the crankshaft 11 side). The bearing 28 is located between the bearing 25 and the bearing 26 with respect to the axial direction, and rotatably supports the first counter drive gear 23 in the recess 51.

  The first counter drive gear 23 has dog teeth 23a as meshing portions and tooth traces 23b forming a gear. The dog teeth 23 a are provided in an end surface portion of the cylindrical main body portion 23 c of the first counter drive gear 23 that faces the end surface of the dog clutch sleeve 81 in the axial direction. The dog teeth 23a are constituted by a plurality of meshing protrusions and the like formed on the axial end surface of the main body 23c, and a portion that meshes with the end surface of the dog teeth 81a of the dog clutch sleeve 81 when the engagement device 80 is engaged. Become. The tooth trace 23 b is configured by a plurality of linear meshing protrusions formed on the outer peripheral surface of the main body 23 c of the first counter drive gear 23, and is a portion that meshes with the counter driven gear 62. Further, the end face of the first counter drive gear 23 opposite to the dog teeth 23a of the main body 23c is positioned by a snap ring 29b as a receiving member via a washer 29a. The washer 29a and the snap ring 29b are formed in an annular plate shape having the rotation axis C1 as a central axis. The snap ring 29b is fixed to the outer peripheral surface of the ring gear 50r, and functions as a retaining member that prevents the first counter drive gear 23 and the like from falling off the ring gear 50r.

  The dog clutch sleeve 81 has dog teeth 81a formed integrally on the inner peripheral surface along the axial direction. Here, the ring gear 50r functions as a dog clutch hub at the outer peripheral surface that is radially opposed to the inner peripheral surface of the dog clutch sleeve 81. The ring gear 50r has dog teeth 52 as tooth portions on the outer peripheral surface. The dog teeth 52 are formed integrally with the outer peripheral surface of the ring gear 50 r along the axial direction, and are portions that mesh with the dog teeth 81 a of the dog clutch sleeve 81. The dog teeth 52 are formed longer than the dog clutch sleeve 81 in the axial direction. Here, the dog teeth 52 extend from the vicinity of the recess 51 of the ring gear 50r to the vicinity of the other end, and a part of the dog clutch sleeve 81 is exposed. ing. The dog clutch sleeve 81 engages with the dog teeth 81a and the dog teeth 52 in a state where the ring gear 50r is inserted on the inner peripheral surface side, so that the dog clutch sleeve 81 can rotate integrally with the ring gear 50r along the axial direction. And supported so as to be relatively movable. Therefore, the dog clutch sleeve 81 is configured to be able to transmit power to the ring gear 50r and move along the axial direction. The dog clutch sleeve 81 can move to a position where the end face of the dog tooth 81a meshes with the dog tooth 23a of the first counter drive gear 23 and a position where this meshing is released by moving along the axial direction. .

  Therefore, the engagement device 80 engages the ring gear 50r and the first counter drive gear 23 so that power can be transmitted by the dog clutch sleeve 81 receiving power from an actuator (not shown) and moving along the rotation axis C1. It is possible to switch between the engaged state and the released state in which this engagement is released. When the engagement device 80 is in the engaged state, the ring gear 50r and the first counter drive gear 23 are in a state of rotating integrally, that is, in a state where power can be transmitted via the dog clutch sleeve 81. On the other hand, when the engagement device 80 is in the released state, the ring gear 50r and the first counter drive gear 23 are released from the integrally rotating state and are in a relatively rotatable state, that is, via the dog clutch sleeve 81. The power transmission is cut off. When the dog clutch sleeve 81 receives power and approaches the first counter drive gear 23 when the engagement device 80 transitions from the released state to the engaged state, the power transmission device 20 The snap ring 29b receives the shift pressing load via the one counter drive gear 23.

  Furthermore, the tooth traces 23b of the first counter drive gear 23 are directed toward the dog clutch sleeve 81 along the axial direction when the first counter drive gear 23 transmits power from the ring gear 50r side to the counter driven gear 62 side. Thus, a thrust force is generated. That is, the tooth trace 23b is formed such that a thrust force toward the dog clutch sleeve 81 is generated with respect to the first counter drive gear 23 during engine running and HV running. More specifically, the first counter drive gear 23 is set to a gear torsion angle at which the thrust force is generated when the first counter drive gear 23 transmits power from the ring gear 50r side to the counter driven gear 62 side. Specifically, the first counter drive gear 23 (and the counter driven gear 62) is formed in a spiral shape with the tooth traces 23b inclined with respect to the rotation axis C1, and in a predetermined direction when torque (rotational force) is applied. Helical gears (helical gears) that generate this thrust force.

  Furthermore, the power transmission device 20 is also used as a parking gear in which dog teeth 52 formed integrally with the outer peripheral surface of the ring gear 50r can be locked by a parking pole 90 as a locking member. In other words, the power transmission device 20 shares the dog teeth 52 with the dog teeth of the engagement device 80 as the parking gear locking teeth. In the power transmission device 20, the rotation of the ring gear 50 r is regulated by engaging the front end of the parking pole 90 with the dog teeth 52 in accordance with the movement of the front end of the parking pole 90 inward in the radial direction. . The power transmission device 20 restricts the rotation of the ring gear 50r while the engagement device 80 is in the engaged state, so that the power transmission device 20 transmits power to the drive shaft 71 of the vehicle 1 when parked or stopped, for example. It is configured to block and prevent the vehicle 1 from moving forward and backward.

  The power transmission device 20 configured as described above can significantly reduce the axial length by arranging the carrier 50c, the pinion gear 50p, the sun gear 50s, and the like on the inner peripheral surface side of the ring gear 50r. . Further, the power transmission device 20 can further reduce the axial length by arranging the bearings 25 and 26 that support the ring gear 50r on the inner peripheral surface side of the ring gear 50r. For example, the first counter The meshing position of the drive gear 23 can be brought closer to the engine 10 side.

  In the power transmission device 20, the first counter drive gear 23 and the dog clutch sleeve 81 are provided side by side in the axial direction so as to cover the radially outer side of the ring gear 50r. As a result, the power transmission device 20 further suppresses the axial length by overlapping the ring gear 50r, the first counter drive gear 23, and the dog clutch sleeve 81 in the radial direction and overlapping in the axial direction. The ring gear 50r and the first counter drive gear 23 can be appropriately engaged or released.

  Further, in the power transmission device 20, when the first counter drive gear 23 transmits power (torque), the engagement device 80 is in an engaged state, that is, the first counter drive gear 23 and the ring gear 50r are integrated. It is in a rotating state. Therefore, in the power transmission device 20, when the first counter drive gear 23 transmits power, the first counter drive gear 23 and the ring gear 50r are not in a state of differential rotation but in a state in which the bearing 28 does not rotate. Yes. Therefore, when the first counter drive gear 23 transmits power, the power transmission device 20 can improve fatigue strength, durability, and the like, for example, because a fluctuating load does not act on the bearing 28.

  In the power transmission device 20, when the first counter drive gear 23 transmits power and a thrust force acts on the first counter drive gear 23, the engagement device 80 is in the engaged state and the bearing 28 does not rotate. It is in a state. For this reason, the power transmission device 20 does not generate a thrust force in the first counter drive gear 23 and the first counter drive gear 23 and the ring gear 50r are not differentially rotated. Therefore, the power transmission device 20 can be configured such that, for example, a thrust bearing or the like does not have to be provided between the first counter drive gear 23 and the ring gear 50r, and the axial length is also suppressed in this respect. In addition, the number of components can be suppressed, and the increase in the size of the device, the complexity of the structure, the increase in manufacturing cost, and the like can be suppressed.

  In addition, when the first counter drive gear 23 transmits power from the ring gear 50r side to the counter driven gear 62 side, the power transmission device 20 is a dog clutch with respect to the first counter drive gear 23 by the action of the inclined tooth traces 23b. A thrust force toward the sleeve 81 is applied. The power transmission device 20 receives the first counter drive gear 23 by the dog clutch sleeve 81 having relatively high rigidity (strength) when the first counter drive gear 23 is pressed against the dog clutch sleeve 81 side by this thrust force. it can. Further, this allows the power transmission device 20 to make it difficult for the dog teeth 23a of the first counter drive gear 23 to come off from the dog teeth 81a of the dog clutch sleeve 81 when the engagement device 80 is in the engaged state. The sleeve 81 can maintain the ring gear 50r and the first counter drive gear 23 in a state of being reliably engaged. The power transmission device 20 is in a regenerative running state when the vehicle 1 is driven, and is basically in a state in which regenerative braking is performed by the motor MG2, so that the thrust force acting on the first counter drive gear 23 is relatively Tend to be smaller.

  Furthermore, the power transmission device 20 is configured to shift the shift pressing load from the dog clutch sleeve 81 during a transition state where the engagement device 80 is released, i.e., when the dog teeth 23a and the dog teeth 81a are not engaged with each other. Can be canceled by a thrust force acting on the first counter drive gear 23. As a result, the power transmission device 20 can change the first counter drive gear 23 and the first counter drive gear 23 even when the first counter drive gear 23 and the ring gear 50r are differentially rotated during the transition of the engagement operation of the engagement device 80. It is possible to suppress a large thrust force from acting on a differential portion with respect to the ring gear 50r, for example, the bearing 28, and the PV value of the bearing 28 (load pressure P × slip speed V) is a relatively small value. Can be maintained.

  The power transmission device 20 is also used as a parking gear in which dog teeth 52 formed integrally with the outer peripheral surface of the ring gear 50r can be locked by the parking pole 90. Therefore, since this power transmission device 20 does not need to be provided with a parking gear separately, the number of components can be suppressed, and an increase in the size of the device, a complicated structure, an increase in manufacturing cost, and the like can be suppressed. it can.

  The power transmission device 20 according to the embodiment of the present invention described above includes the planetary gear mechanism 50, the first counter drive gear 23, and the dog clutch sleeve 81. The planetary gear mechanism 50 includes a carrier 50c and a ring gear 50r that can be differentially rotated with the rotation axis C1 as the center of rotation, and can output the power input to the carrier 50c from the ring gear 50r. The first counter drive gear 23 is formed in a cylindrical shape, the ring gear 50r is inserted inside, and is rotatable relative to the ring gear 50r about the rotation axis C1. The transmitted power is transmitted to the drive wheel side 30 of the vehicle 1. Can be output. The dog clutch sleeve 81 is formed in a cylindrical shape with the ring gear 50r inserted therein, and moves along the rotation axis C1 to engage the ring gear 50r and the first counter drive gear 23 so as to transmit power. It is possible to switch between a combined state and a released state in which the engagement is released.

  Therefore, the power transmission device 20 suppresses the axial length by arranging the ring gear 50r, the first counter drive gear 23, and the dog clutch sleeve 81 in the radial direction and overlapping in the axial direction. It is possible to appropriately change the power transmission state between the ring gear 50r and the first counter drive gear 23 while improving the vehicle mountability. As a result, the power transmission device 20 can switch the power transmission state with a compact configuration. Thereby, the power transmission device 20 can reduce drag loss by separating the first counter drive gear 23 and the ring gear 50r, for example, during EV travel, and can improve fuel consumption in the vehicle 1, for example. Can be planned.

[Embodiment 2]
FIG. 4 is a partial cross-sectional view illustrating a schematic configuration around the planetary gear mechanism of the power transmission device according to the second embodiment. The power transmission device according to the second embodiment is different from the power transmission device according to the first embodiment in that an elastic member is provided. In addition, about the structure, effect | action, and effect which are common in embodiment mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected.

  The power transmission device 220 of this embodiment shown in FIG. 4 includes a spring 229c as an elastic member. The spring 229c is configured by a disc spring formed in an annular plate shape having the rotation axis C1 as a central axis. The spring 229c is interposed between the washer 29a and the snap ring 29b as a receiving member in the axial direction.

  In the power transmission device 220 according to the embodiment of the present invention described above, the ring gear 50r, the first counter drive gear 23, and the dog clutch sleeve 81 are arranged so as to overlap in the radial direction and overlap in the axial direction. It is possible to appropriately change the power transmission state between the ring gear 50r and the first counter drive gear 23 while suppressing the axial length and improving the vehicle mountability. As a result, the power transmission device 220 can switch the power transmission state with a compact configuration.

  According to the power transmission device 220 according to the embodiment of the present invention described above, the first counter drive gear 23 is provided on the opposite side to the ring gear 50r with respect to the direction along the rotation axis C1. A snap ring 29b that receives a force acting on the counter drive gear 23 along the rotation axis C1 through a spring 229c is provided.

  Therefore, when the dog clutch sleeve 81 receives power and approaches the first counter drive gear 23 when the engagement device 80 transitions from the released state to the engaged state, After the spring 229c is bent by the shift pressing load, the snap ring 29b is rigid and receives the load via the plate-like spring 229c between the washer 29a and the snap ring 29b. As a result, the power transmission device 220 can alleviate the collision load when the dog clutch sleeve 81 is pressed against the first counter drive gear 23. For example, the impact durability of the dog teeth 23a and the dog teeth 81a is improved. can do.

  The power transmission device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. The power transmission device according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

  The planetary gear mechanism described above has been described as a so-called single-pinion type planetary gear mechanism. However, the planetary gear mechanism is not limited to this and may be, for example, a double-pinion type planetary gear mechanism.

  In the above description, the planetary gear mechanism is assumed that the carrier 50c is an input rotation element to which power from the engine 10 is input, and the ring gear 50r is an output rotation element that outputs the power transmitted to the carrier 50c. Although explained, it is not limited to this. In the planetary gear mechanism, the other rotating element may be an input rotating element or an output rotating element. For example, the sun gear 50s may be an input rotating element and the carrier 50c may be an output rotating element.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive apparatus 10 Engine 20, 220 Power transmission device 23 1st counter drive gear (output rotation member)
23a Dog teeth (meshing part)
23b Tooth trace 25, 26, 28 Bearing 29b Snap ring (receiving member)
30 Drive wheel 40 ECU
50 planetary gear mechanism 50c carrier (input rotation element)
50s Sun gear 50p Pinion gear 50r Ring gear (output rotation element)
52 Dog teeth (tooth part, parking gear)
60 Reduction mechanism 62 Counter driven gear (driven gear)
70 Differential mechanism 80 Engagement device 81 Dog clutch sleeve (engagement moving member)
81a Dog tooth 90 Parking pole (locking member)
229c Spring (elastic member)
C1, C2, C3 Rotation axis MG1, MG2 Motor

Claims (4)

A planetary gear mechanism that includes an input rotation element and an output rotation element that are differentially rotatable about a rotation axis as a rotation center, and is capable of outputting the power input to the input rotation element from the output rotation element;
An output that is formed in a cylindrical shape and that can be rotated relative to the output rotation element about the rotation axis as the center of rotation, and that can transmit the transmitted power to the drive wheel side of the vehicle. A rotating member;
An engagement state in which the output rotation element is inserted inside and is moved along the rotation axis so that the output rotation element and the output rotation member are engaged so as to transmit power. An engagement moving member that is switchable to a released state in which the engagement is released ,
The output rotation member is provided at a portion facing the engagement movement member in a direction along the rotation axis, and is engaged with the engagement movement member in the engagement state. The rotational axis so that a thrust force is generated along the rotational axis toward the engagement moving member when meshing with the driven gear and transmitting power from the output rotational element side to the driven gear side. Having a tooth trace formed to be inclined with respect to
Power transmission device. Provided on the opposite side of the output rotation member from the engagement movement member with respect to the direction along the rotation axis, and receives a force acting on the output rotation member along the rotation axis via the elastic member. Comprising a receiving member,
The power transmission device according to claim 1 . The output rotation element has a tooth portion that is formed on the outer surface along the rotation axis and meshes with the engagement moving member, and the tooth rotation portion is also used as a parking gear that can be locked by the locking member.
The power transmission device according to claim 1 or 2 . The planetary gear mechanism supports a sun gear that is an external gear, a ring gear that is an internal gear arranged coaxially with the sun gear, and a pinion gear that meshes with the sun gear and the ring gear so as to be able to rotate and revolve. A carrier,
The output rotating element is the ring gear;
The power transmission device according to any one of claims 1 to 3 .

Images