JP5953199B2 - Power transmission device for hybrid vehicles - Google Patents

Description

  The present invention relates to a power transmission device for a hybrid vehicle having an internal combustion engine and a motor generator as power sources.

  Currently, various so-called hybrid vehicles using an internal combustion engine and a motor generator (hereinafter abbreviated as “MG”) as power sources have been developed and disclosed. Among the merits of providing an MG separately from the internal combustion engine as a power source, there are merits that differ depending on the connection position of the MG. In an arrangement in which the MG is connected to the wheel side, that is, the output side of the transmission, there is traveling without using the transmission, starting by the MG, and recovery of energy during braking by the MG. In an arrangement in which the MG is connected to the internal combustion engine side, that is, the input side of the transmission, there are a start of the internal combustion engine by the MG, a power generation using the MG by the internal combustion engine, and the like.

  Actually, there is a hybrid vehicle in which MG is mounted on each of the input side and output side of the transmission. However, mounting two MGs increases weight, mounting space, cost, and the like. Therefore, a hybrid vehicle has been devised in which there is one MG and the connection can be switched between the input side and the output side of the transmission. For example, it is patent document 1. FIG.

  The hybrid vehicle disclosed in Patent Document 1 uses a transmission that selects a combination of gears having a reduction ratio corresponding to each shift speed, and the output of the internal combustion engine generated at the time of shifting to switch the shift speed is cut off. Torque interruption can be avoided by assisting with MG. However, since the gear for assisting with MG is fixed, the allowable rotation of MG may be exceeded at the time of shifting at a high speed gear stage corresponding to high speed traveling, and assist may not be possible. Therefore, if the gear for assisting is configured to be compatible with the high speed gear, this time, the torque for assisting by the MG is insufficient at the time of shifting at the low speed and the torque is interrupted.

  Further, in the hybrid vehicle disclosed in Patent Document 1, it is necessary to connect the MG to the input shaft (the input side of the transmission) in order to prevent the MG from over-rotating when traveling by the MG in the high speed range. For this reason, in the hybrid vehicle disclosed in Patent Document 1, when traveling with only MG, unnecessary gears on the input shaft and the output shaft also rotate (follow-up), and so-called drag loss and stirring loss are large.

  Furthermore, in the hybrid vehicle disclosed in Patent Document 1, the number of times that the gear from the MG to the differential mechanism meshes is as many as four. When the number of meshing is large, the meshing loss is worsened, and the gear noise and the rattling noise are worsened. In particular, when the vehicle travels only with the MG with the internal combustion engine stopped, the drive noise of the MG is small, so gear noise and rattling noise are drowned out by the drive sound of the internal combustion engine compared to when the internal combustion engine is also driven. Absent.

JP 2002-526326 A

  The present invention has been made in view of the above circumstances, and can provide a quiet power transmission device for a hybrid vehicle that can cope with torque interruption at the time of gear shifting, can efficiently travel when only a motor generator is traveling. It is a problem to be solved.

The structural feature of the invention according to claim 1 for solving the above-described problems is that an internal combustion engine and a motor generator are used as a power source.
A motor generator shaft having at least two motor generator gears rotating synchronously with the output shaft of the motor generator;
An input shaft to which the output of the internal combustion engine and the output of the motor generator are input;
A first output shaft and a second output shaft arranged in parallel with the input shaft;
Have
A plurality of input shaft transmission gears for shifting that rotate synchronously with the input shaft; at least two idle input shaft transmission gears for shifting that rotate freely with respect to the input shaft; and the input A third connecting means that rotates synchronously with the shaft and is connected to any one of the idle input shaft transmission gears so as to be synchronously rotatable; and
A plurality of first output gears that rotate in synchronism with the first output shaft and that constantly mesh with a final gear that transmits power to drive wheels; A plurality of first output shaft transmission gears for shifting each of which is always meshed with the input shaft transmission gear, and synchronous rotation with the first output shaft, and synchronous rotation with any one of the plurality of first output shaft transmission gears A first connecting means for connecting, and
The second output shaft, the second output gear that rotates synchronously with the second output shaft and always meshes with the final gear, and the motor generator gears that rotate freely with respect to the second output shaft, respectively At least two common gears that are always meshed and always meshed with the idle input shaft transmission gear, and a second connection means that rotates synchronously with the second output shaft and is connected to any one of the shared gears so as to be capable of synchronous rotation. And are arranged.

  Further, the structural feature of the invention according to claim 2 is that in claim 1, the motor generator and the second output shaft are positioned above the input shaft and the first output shaft in the direction of gravity. is there.

  According to a third aspect of the present invention, in the first or second aspect, the idle input shaft transmission gear that is always meshed with the shared gear is a gear other than the highest gear among a plurality of gears. Is to be provided.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, the idle input shaft transmission gear that is always meshed with the shared gear is a lowest gear among a plurality of gear speeds. And it is provided in the non-continuous gear stage except the highest gear.

  The invention according to claim 1 has one input shaft, two output shafts, and one motor generator shaft. At least two motor generator gears that rotate synchronously with the output shaft of the motor generator are disposed on the motor generator shaft, and a shared gear that always meshes with the motor generator gear is disposed on the second output shaft. Yes. By making these always meshing gear pairs have different gear ratios, the output of the motor generator can be reduced by at least two gear ratios. By setting the two gear ratios for the low speed stage and the high speed stage, the motor generator can be used as an assist during a shift regardless of the low and high speed stages, and torque interruption can be avoided.

  In the invention according to claim 1, any one of the shared gears on the second output shaft is connected to the second output shaft by the second connection means so as to be able to rotate synchronously, and any of the first connection means and the third connection means is connected. Since the output of the motor generator can be transmitted from the second output gear on the second output shaft to the final gear by setting it to a state where it is not connected to any of the gears (neutral state), it is possible to run only with the motor generator. At this time, the first connecting means and the third connecting means are in a neutral state, and the input shaft transmission gear that rotates synchronously with the input shaft and the first output shaft transmission gear that is always meshed with the input shaft transmission gear do not rotate. (Stirring loss) is suppressed. Particularly, by making the gear pair that can be selected by the second connection means correspond to the low speed range and the high speed range, drag loss can be suppressed even in the high speed range.

  In the invention according to claim 1, when the vehicle is driven only by the motor generator, the output of the motor generator is transmitted from the motor generator gear to the common gear and from the second output gear of the second output shaft to the final gear. , The number of meshing is two times.

  Therefore, the invention according to claim 1 is a quiet hybrid vehicle power transmission device that can cope with torque interruption at the time of gear shifting, can efficiently travel only when the motor generator travels.

  According to the second aspect of the present invention, when traveling with only the motor generator, the input shaft and the first output shaft on which gears that are not necessary for the motor generator are disposed are gears necessary for the motor generator to travel. Is lower in the direction of gravity than the motor generator shaft and the second output shaft. Lubricating oil is stored in the housing in which these gears are arranged, and the gear below the gravitational direction stirs the lubricating oil, so it is desirable that gears that are not necessary for running do not rotate. Therefore, according to the invention which concerns on Claim 2, a stirring loss can be suppressed at the time of driving | running | working only of a motor generator.

  In the invention according to claim 3, the gear stage corresponding to the gear pair of the idle input shaft transmission gear that is always meshed with the shared gear is provided in addition to the highest gear stage. The shared gear is rotated by the power of both the internal combustion engine and the motor generator. For this reason, in driving with an internal combustion engine, the output shaft of the motor generator rotates when the highest gear, which is referred to as a so-called fuel efficiency gear, is associated with the shared gear. This is because the motor generator usually has better fuel efficiency for traveling at a lower speed than at a higher speed.

  According to a fourth aspect of the present invention, the gear positions corresponding to the gear pair of the idle input shaft transmission gear that is always meshed with the shared gear are provided at non-continuous gear speeds excluding the lowest gear and the highest gear. If the shift speeds are continuous, the output of the motor generator is also switched at the time of the shift change of the continuous shift speeds, and the torque interruption assist at the time of the shift cannot be performed. And by making it correspond to other than the lowest gear and the highest gear, it is possible to make the output of the motor generator correspond to all shifts from the lowest gear to the highest gear. Therefore, by providing the shift speeds corresponding to the shared gear in the non-continuous shift speeds excluding the lowest speed and the highest speed, it is possible to assist the torque interruption by the motor generator at the time of shifting at all speeds more reliably.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle according to a first embodiment. 1 is a partially enlarged view of a power transmission device for a hybrid vehicle according to Embodiment 1. FIG. It is a skeleton figure which shows the structure of the power transmission device of the hybrid vehicle of Embodiment 2. FIG.

  A representative embodiment of the present invention will be described with reference to FIGS. A hybrid vehicle power transmission device (hereinafter referred to as a “power transmission device”) according to the present embodiment is mounted on a vehicle.

(Embodiment 1)
As shown in FIG. 1, the power transmission device according to the first embodiment includes an internal combustion engine 11, an MG (motor generator) 2, an MG shaft (motor generator shaft) 22, an input shaft 3, The first output shaft 4, the second output shaft 5, and the control means 6 are included.

  The internal combustion engine 11 and MG2 are arranged as different power sources as described below.

  The internal combustion engine 11 is arranged such that its output shaft 111 can be intermittently connected to the input shaft 3 by the clutch 12.

  The MG 2 is connected to the battery 62 via the drive / power generation means 61. The driving / power generation means 61 is controlled by the control means 6 to be described later, and stops MG2 and switches between driving and power generation. In the case of driving, the MG 2 is supplied with electric power for driving from the battery 62 via the driving / power generation means 61, and in the case of power generation, the electric power generated by the MG 2 is supplied to the battery 62 via the driving / power generation means 61. Charge. The MG 2 outputs the driven output to the output shaft 21, and power for power generation is input from the output shaft 21. The output shaft 21 is coupled to an MG shaft (motor generator shaft) 22 so as to be capable of synchronous rotation. Two MG gears (motor generator gears) 221 and 222 that rotate in synchronization with the MG shaft 22 are disposed on the MG shaft 22. Since the MG shaft 22 and the output shaft 21 are coupled so as to be able to rotate synchronously, the output shaft 21 is extended and the MG gears 221 and 222 are disposed on the output shaft 21 so that the output shaft 21 and the MG A configuration may be employed in which the gears 221 and 222 rotate synchronously.

  One end of the input shaft 3 is connected to the clutch 12, and rotates synchronously with the output shaft 111 of the internal combustion engine 11 when the clutch 12 is connected, and rotates relative to the output shaft 111 when the clutch 12 is disconnected. The input shaft 3 is provided with input shaft transmission gears 31 to 33, idle input shaft transmission gears 34 and 35, and third connection means. The input shaft transmission gears 31 to 33 are integrally coupled to the input shaft 3 so as to rotate synchronously with the input shaft 3. The idle input shaft transmission gears 34 and 35 are disposed so as to be relatively rotatable on the outer periphery of the input shaft 3 via bearings (not shown). In the following description, it is assumed that a member that is rotatable relative to the shaft or is loose with respect to the shaft has a bearing disposed between the shaft and the shaft. The third connecting means has a third sleeve 36 and an actuator 13 as shown in FIG. The third sleeve 36 rotates in synchronization with the input shaft 3 and can slide in the axial direction of the input shaft 3 by the actuator 13. Returning to FIG. 1, the third sleeve 36 is located between the idle input shaft transmission gears 34 and 35 in the axial direction. The idle input shaft transmission gears 34 and 35 can rotate in synchronization with the input shaft 3 when connected to the third sleeve 36. The third sleeve 36 has a connection state in which one of the gears is connected and a neutral state in which neither of the gears is connected. Synchronizing means 361 and 362 are disposed between the third sleeve 36 and the idle input shaft transmission gears 34 and 35. In order to connect the input shaft 3 (third sleeve 36) and the idle input shaft transmission gears 34 and 35, the rotations of the relative rotation must be synchronized. After the rotation is synchronized by the synchronization means 361, 362, the third sleeve 36 and the idle input shaft transmission gears 34, 35 are connected.

  The first output shaft 4 is provided with a first output gear 44, first output shaft transmission gears 41 to 43, and first connection means. The first output gear 44 rotates in synchronization with the first output shaft 4 and always meshes with a final gear 71 that transmits power to drive wheels (not shown). The first output shaft transmission gears 41 to 43 are disposed on the first output shaft 4 so as to be rotatable relative to the first output shaft 4, and are always connected to any of the corresponding input shaft transmission gears 31 to 33 of the input shaft 3. Mesh. One gear pair that always meshes corresponds to one gear position. In the power transmission device according to the first embodiment, the first output shaft transmission gear 41 and the input shaft transmission gear 31 are the first gear, and the first output shaft transmission gear 42 and the input shaft transmission gear 32 are the fifth gear. The first output shaft transmission gear 43 and the input shaft transmission gear 33 are the third speed. As shown in FIG. 2, the first connecting means has two first sleeves 45 and 46 and two actuators 14 and 15. One actuator corresponds to one first sleeve. The first sleeves 45 and 46 rotate synchronously with the first output shaft 4 and can slide in the axial direction of the first output shaft 4 by the actuators 14 and 15. Returning to FIG. 1, the first sleeve 45 of the two first sleeves can be connected to the first output shaft transmission gear 41 and is positioned on one side of the first output shaft transmission gear 41 in the axial direction. When the first output shaft transmission gear 41 is connected to the first sleeve 45, it can rotate synchronously with the first output shaft 4. The other first sleeve 46 is located between the first output shaft transmission gears 42 and 43 in the axial direction. Synchronizing means 451, 461, and 462 for synchronizing the rotation of the sleeve and the gear that rotate relative to each other are arranged between the sleeve and the gear to be connected. When the first output shaft transmission gears 42 and 43 are connected to the first sleeve 46, they can rotate synchronously with the first output shaft 4. And the 1st sleeves 45 and 46 have a connection state connected with a corresponding gear, and a neutral state which is not connected with any corresponding gear. Note that the two first sleeves 45 and 46 are not connected at the same time.

  Further, a reverse gear 47, a reverse gear connecting means, and a parking lock gear 49 are arranged on the first output shaft 4. The reverse gear 47 is disposed on the first output shaft 4 so as to be rotatable relative to the first output shaft 4. The reverse gear connection means includes a reverse gear sleeve 48 and an actuator 16 as shown in FIG. The reverse gear sleeve 48 rotates synchronously with the first output shaft 4 and is slidable in the axial direction of the first output shaft 4 by the actuator 16. Returning to FIG. 1, when the vehicle equipped with the power transmission device of the first embodiment moves backward, the reverse gear sleeve 48 slides in the axial direction and is connected to the reverse gear 47 so as to be capable of synchronous rotation. Synchronizing means 481 for synchronizing two rotations is arranged between the reverse gear 48 and the reverse gear 47. Since the vehicle when the reverse gear is selected is almost stopped, the reverse gear sleeve 48 and the reverse gear 47 are not relatively rotated and often are not substantially rotated with respect to each other. Therefore, a configuration may be adopted in which a small-sized synchronization unit 481 is disposed or the synchronization unit 481 itself is not disposed.

  The parking lock gear 49 rotates in synchronization with the first output shaft 4. The parking lock gear 49 is used to stop the vehicle by being fixed so as not to rotate. As a method for fixing the parking lock gear 49 so as not to rotate, for example, a fixing member (not shown) is fitted between the teeth (not shown) of the parking lock gear 49 and the teeth (not shown). For example, a known technique can be employed.

  The second output shaft 5 is provided with a second output gear 51, shared gears 52 and 53, and second connection means. The second output gear 51 rotates in synchronization with the second output shaft 5 and always meshes with a final gear 71 that transmits power to drive wheels (not shown). The common gears 52, 53 are arranged so as to be rotatable relative to the second output shaft 5, always mesh with the corresponding MG gears 221, 222 of the MG shaft 22, respectively, and the idle input shaft speed change corresponding to the input shaft 3. The gears 34 and 35 always mesh with each other. One common gear and one idle input shaft transmission gear that are always meshed constitute one gear pair and correspond to one gear stage. In the power transmission device according to the first embodiment, the common gear 52 and the idle input shaft transmission gear 34 are the second speed, and the common gear 53 and the idle input shaft transmission gear 35 are the fourth speed. Become. The second connecting means has a second sleeve 54 and an actuator 17 as shown in FIG. The second sleeve 54 rotates synchronously with the second output shaft 5 and can be slid in the axial direction of the second output shaft 5 by the actuator 17. Returning to FIG. 1, the second sleeve 54 is located between the shared gears 52 and 53 in the axial direction. Synchronizing means 541 (542) for synchronizing the rotation of the second sleeve 54 and the shared gear 52 (53) that rotate relative to each other is disposed between the second sleeve 54 and the shared gears 52 and 53. When the shared gears 52 and 53 are connected to the second sleeve 54, they can rotate synchronously with the second output shaft 5. The second sleeve 54 has a connection state in which one of the shared gears 52 and 53 is connected and a neutral state in which neither is connected.

  The common gears 52 and 53 are always meshed with the idle input shaft transmission gears 34 and 35 on the input shaft 3, respectively, and are also always meshed with the MG gears 221 and 223 on the MG shaft 22. Of the two shared gears, the shared gear 52 corresponding to the second speed gear is always meshed with the MG gear 221 and the shared gear 53 corresponding to the fourth speed gear is always engaged with the MG gear 222. In the power transmission device of the first embodiment, there are two gear pairs of the common gear and the MG gear. The output of MG2 can be transmitted to the drive wheels via one of two different reduction ratios. Therefore, the shared gears 52 and 53 are shared gears that are one of a gear pair that decelerates the output of the internal combustion engine 11 and one of a gear pair that decelerates the output of the MG2. Here, the reduction ratio of the gear pair by the shared gear 52 corresponding to the second speed and the MG gear 221 is larger than the reduction ratio of the gear pair by the shared gear 53 corresponding to the fourth speed and the MG gear 222, The MG gear 221 is a Lo gear for the output of MG2, and the MG gear 222 is a Hi gear for the output of MG2.

  And in the power transmission device of this Embodiment 1, it is the structure which has two output shafts, the 1st output shaft 4 and the 2nd output shaft 5, and always meshes | engages with the last gear 71 which transmits motive power to a driving wheel. The gears that rotate synchronously with the respective output shafts are arranged. That is, since the final gear 71 is always meshed with the first output gear 44 on the first output shaft 4 and the second output gear 51 on the second output shaft 5, power is transmitted to one of the output shafts. Then, power is transmitted to the drive wheels.

  Furthermore, in the power transmission device of the first embodiment, the reverse gear 47 on the first output shaft 4 is always meshed with one of the common gears, the common gear 52. The shared gear 52 is also used as an idler gear for the reverse gear 47.

  Next, the control means 6 controls connection and disconnection of the internal combustion engine 11, the drive / power generation means 61, the clutch 12, and all the sleeves (including the reverse gear sleeve 48). Therefore, when it is expressed as “driving, stopping, connecting and disconnecting” in the description, it is assumed that the control means 6 controls.

  The power transmission device according to the first embodiment can switch the connection of the MG 2 between the input shaft 3 side and the second output shaft 5 side. The input shaft 3 side is a position where the power of the internal combustion engine 11 is input without being shifted, and the second output shaft 5 side is a position where the power of the internal combustion engine 11 is shifted and output.

(A) Connecting MG2 to the input shaft 3 side In order to connect MG2 to the input shaft 3 side, the second sleeve 54 is set to the neutral state and the third sleeve 36 is set to the connected state. When the MG 2 outputs power, the output shaft 21 rotates and the MG shaft 22 that rotates synchronously rotates. Then, the two MG gears 221 and 222 rotate, and the two gears of the common gears 52 and 53 that are always meshed with them rotate. Next, the idle input shaft transmission gears 34 and 35 that are always meshed with the two common gears 52 and 53 rotate. The third sleeve 36 rotates in synchronization with the idle input shaft transmission gears 34 and 35 from which it is connected, and the input shaft 3 rotates.

(B) Connecting MG2 to the second output shaft 5 side In order to connect MG2 to the second output shaft 5 side, the second sleeve 54 is connected. When the MG 2 outputs power, the output shaft 21 rotates and the MG shaft 22 that rotates synchronously rotates. Then, the two MG gears 221 and 222 rotate, and the two gears of the common gears 52 and 53 that are always meshed with them rotate. The second sleeve 54 rotates synchronously with one of the connected shared gears 52 and 53, and the second output shaft 5 rotates. Since the second output gear 51 that is always meshed with the final gear 7 is arranged on the second output shaft 5 so as to be able to rotate synchronously, as a result, the output of the MG 2 does not pass through the input shaft 3 and goes to the final gear 7. Communicated.

(C) Traveling with the internal combustion engine 11 and MG2 When the vehicle travels only with the internal combustion engine 11, the output of the internal combustion engine 11 can be assisted with the MG2 by setting the state (a). When assisting the output of the internal combustion engine 11 with MG2, the output of MG2 is set to Lo gear (MG gear 221) between the first speed to the third speed, and the output of MG2 is set to Hi between the fourth speed and the fifth speed. Assume that the gear ratios of the Lo gear and the Hi gear are set so that it is suitable to decelerate with the gear (MG gear 222).

(D) MG2 assist at the time of shifting When the gear position is changed in the state of (c) above, by maintaining the connected state of the second sleeve 54, the output of the internal combustion engine 11 is cut off by the disconnection of the clutch 12 (torque Even if it is cut off, the output of MG2 is transmitted to the final gear 71, so that the torque cut-off can be suppressed or the torque cut-off can be avoided. Switching of the output of MG2, that is, switching between the Lo gear and the Hi gear is performed during traveling at the third speed.

(E) MG2 traveling Further, the vehicle can travel only with the output of MG2. If the clutch 12 is disengaged in the state of (b) above, the vehicle will run with only the output of MG2. Further, in the state (a), the first sleeves 45 and 46 are connected to any one of the first output shaft transmission gears 41 to 43 so that the first speed, the third speed, or the fifth speed is achieved. MG2 travel is possible with a reduction ratio of. At this time, the second sleeve 54 is in a neutral state. In the case of the second speed or the fourth speed, the first sleeves 45 and 46 are set to the neutral state, and the second sleeve 54 is set to the connected state.

(F) Starting internal combustion engine 11 with MG2 In addition, when the internal combustion engine 11 is stopped, the internal combustion engine 11 can be started with MG2 when the clutch 12 is in the connected state in the state (a). . Starters can be reduced.

(G) Power generation using MG2 In the state (a) above, MG2 is used as a generator. The output shaft 21 of the MG 2 is rotated by the output of the internal combustion engine 11 and can generate electric power. Alternatively, MG2 is used as a generator during the state (c). Electricity is generated by rotating the output shaft 21 of the MG 2 with power for traveling while the vehicle is traveling, or by rotating the output shaft 21 with power from driving wheels during braking.

(effect)
The power transmission device according to the first embodiment can switch the connection of the MG 2 between the input shaft 3 side and the second output shaft 5 side. Therefore, it has the effect of connecting to the input side of the so-called transmission and the effect of connecting to the output side to decelerate and output the input power.

  And since the output of MG2 can be changed and decelerated by the two gear ratios, by setting the two gear ratios to the gear ratios corresponding to the low speed gear stage and the high speed gear stage, regardless of the gear stage, MG2 can be used as an assist at the time of shifting at all gears, and torque interruption can be avoided.

  In the state of (b), when traveling with only MG 2, the MG gears 221 and 222 on the MG shaft 22, the shared gears 52 and 53 on the second output shaft 5, the second output gear 51, Two sleeves 54, idle input shaft transmission gears 34 and 35 on the input shaft 3, a first output gear 44 on the first output shaft 4, a reverse gear 47, a reverse gear sleeve 48, a parking lock gear 49, Rotates. On the other hand, the input shaft 3, the input shaft transmission gears 31 to 33 on the input shaft 3, the third sleeve 36, the first output shaft 4, and the first output shaft transmission gears 41 to 43 on the first output shaft 4 do not rotate. . Therefore, when the MG2 is connected to the output side and travels only with the MG2, there are many non-rotating gears and the like as compared with Patent Document 1. When traveling, too many gears or the like that are not directly related to gear shifting or traveling cause a drag loss, so a configuration that does not rotate even a little is preferable. In the power transmission device according to the first embodiment, the input shaft 3 and the first output shaft 4 are disposed below the MG shaft 22 and the second output shaft 4 in the direction of gravity, so that the housing can be rotated for gear rotation. Since the agitation loss caused by scooping up the lubricating oil stored inside can be suppressed, drag loss can be further suppressed.

  If the internal combustion engine 11 is stopped when traveling only with the MG2, the vehicle occupant is more likely to hear gear noise or rattling noise than when the internal combustion engine 11 is driven. There is. For this reason, if the number of meshes is large, abnormal noise is more likely to occur. Therefore, it is preferable that the number of meshes is small. In addition, if the number of meshing is large, the meshing loss may be deteriorated and the transmission efficiency may be affected. However, in the power transmission device according to the first embodiment, when the vehicle travels only with MG2 in the state (b), the number of meshes is two until the output of MG2 is transmitted to the final gear 71. The MG gear and the shared gear, the first output shaft and the final gear 71 are used twice.

  As described above, the power transmission device according to the first embodiment can switch the connection of the MG 2 between the input shaft 3 (input side) and the second output shaft 5 (output side), and can shut off torque regardless of the low and high speed stages. It is a high function that can be used, and when driving only with MG2, stirring loss due to scraping of lubricating oil is suppressed, meshing loss is reduced by reducing the number of meshes, and high efficiency driving can be performed, while the gear is quiet It is a power transmission device for a hybrid vehicle that has excellent mountability, with reduced weight and space, such as sharing.

  In addition, in the power transmission device according to the first embodiment, the gear stage corresponding to the gear pair with the idle input shaft transmission gears 31 and 35 that is always meshed with the common gears 52 and 53 is not the fastest gear stage. Second speed and fourth speed. When changing to the 2nd speed or the 4th speed and corresponding to the 5th speed of the highest gear stage, the MG2 rotates together even when the internal combustion engine 11 running with high fuel efficiency in the high speed range is running, resulting in poor fuel consumption. It is assumed that Further, when the output of MG2 is shifted with the Lo gear at the second gear ratio and the Hi gear at the fifth gear ratio, the travel assistance of the third speed or fourth speed internal combustion engine 11 cannot be performed, It may not be possible to cope with the torque cutoff assist during the shift from the third speed to the fourth speed. Even if the gear shift is performed using the Lo gear at the fourth gear ratio and the Hi gear at the fifth gear ratio, the Lo gear assists when traveling at the first speed, from the first speed to the second speed or the second speed. It may not be possible to respond to torque interruption assistance during the shift from the second speed to the third speed. Therefore, avoiding the highest speed among all the speeds can assist the MG2 during traveling and shifting at all speeds. In addition, it is desirable that the two shift speeds do not become continuous shift speeds. When the gears corresponding to the Lo gear and the Hi gear are set to a continuous gear position, the output of the MG2 is switched to either the Lo gear or the Hi gear at the time of shifting, and torque interruption assistance at the time of shifting cannot be performed. In the power transmission device of the first embodiment, the second speed and the fourth speed are not continuous.

(Embodiment 2)
The basic configuration of the power transmission device according to the second embodiment is the same as that of the power transmission device according to the first embodiment. Below, it demonstrates focusing on a different structure.

  As shown in FIG. 3, the power transmission device according to the second embodiment has one additional gear for shifting than the power transmission device according to the first embodiment. The fifth speed first output shaft transmission gear 42 is arranged at the position of the reverse gear 47 arranged on the first output shaft 4, and the reverse gear 81 is moved onto the input shaft 3. The reverse gear 81 that has moved onto the input shaft 3 rotates in synchronization with the input shaft 3. The added first output shaft transmission gear 82 for the sixth speed is disposed between the first output shaft transmission gear 41 for the first speed and the first output shaft transmission gear 43 for the third speed. By disposing the fifth speed first output shaft transmission gear 42 at the position of the reverse gear 47, the idle input shaft transmission gears 34 and 35 corresponding to the second speed and the fourth speed on the input shaft 3 are shafts. Swap in direction. As the two gears on the input shaft 3 are switched, the two shared gears 52 and 53 on the second output shaft 5 are also switched in the axial direction, and the MG gears 221 and 222 on the MG shaft 22 are also switched in the axial direction. Replacing the idle input shaft transmission gears 34 and 35 on the input shaft 3 always meshes the first output shaft transmission gear 42 corresponding to the fifth speed and the idle input shaft transmission gear 35 on the input shaft 3. Therefore, the idle input shaft transmission gear 35 is made to correspond to the first output shaft transmission gear 42 so that the transmission gear ratio becomes the fifth speed ratio. The parking lock gear 49 is moved to the position where the reverse gear 47 was, and the fifth output first output shaft transmission gear 42 is arranged at the position of the parking lock gear 49, so that the input shaft 3, An arrangement in which the respective gears on the two output shaft 5 and the MG shaft 22 are not interchanged is also conceivable.

  Due to the configuration in which one gear stage is added, the idle input shaft transmission gear 35 for the fourth speed on the input shaft 3 and the common gear 53 on the second output shaft 5 side have a reduction gear ratio of the fourth speed. The first output shaft transmission gear 42 on the first output shaft 4 side forms a pair with a fifth reduction gear ratio.

  The reverse gear 81 on the input shaft 3 is always meshed with the idler gear 73. The idler gear 73 rotates synchronously with the added idler shaft 74 and selectively meshes with the first sleeve 83 on the first output shaft 4. The first sleeve 83 rotates in synchronization with the first output shaft 4 at the same position as the first sleeve 45 in the power transmission device of the first embodiment, and slides in the axial direction by the actuator. The first sleeve 83 slides in one direction in the axial direction and is connected to the first output shaft transmission gear 41 for the first speed. Further, the first sleeve 83 has spline teeth 831 formed on the outer periphery thereof, and slides to the other side in the axial direction to mesh with the idler gear 73 for the reverse gear. Therefore, when selecting the first speed or the reverse speed among the shift speeds, the first sleeve 83 is slid in the axial direction from the neutral state and connected to either one.

  According to the power transmission device of the second embodiment, the gear for the reverse gear is arranged on the first input shaft 3, so that the gear for the gear shift is added on the first output shaft 4. Can be increased by one. For the added gear, one of the idle input shaft transmission gears of the input shaft 3 is shared as a gear pair of the gears, so that axial extension is suppressed. As for the reverse gear 81, the idler gear 73 and the idler shaft 74 are extended in the radial direction, and are not extended in the axial direction. Although the first sleeve 83 for selecting the reverse gear may need to be extended by the distance that the first sleeve 83 slides in the axial direction, the first sleeve 83 is also used in the power transmission device of the first embodiment. It corresponds to one sleeve 45, and the extension in the axial direction is suppressed as compared with a configuration in which a sleeve is newly added.

(Modification 1)
The basic configuration of the power transmission device according to the first modification is the same as that of the power transmission device according to the first embodiment, and has the same configuration and operational effects. In the power transmission device according to the first modification, a gear that can rotate relative to the first output shaft 4 is added to the first output shaft 4 of the power transmission device according to the first embodiment, and the first output shaft 4 is connected to the input shaft 3. A gear that always meshes with the gear added above and that rotates synchronously with the input shaft 3 is added. A first sleeve for connecting the first output shaft 4 so as to be able to rotate synchronously with the first output shaft 4 is also added if necessary. In the power transmission device according to the first modification, in order to add a gear stage, the corresponding shaft can be extended in the axial direction to increase the gear stage (multi-stage).

(Other embodiments)
The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, there are two MG gears. By switching the output of MG2 between Lo and Hi, it corresponds to running at all shift stages and torque assist during shifting, but switching the output of MG2 to three or more stages It may be configured. In that case, the number of shift stages is more than the fifth speed, for example, the eighth speed or the ninth speed is desirable.

11: Internal combustion engine, 12: Clutch, 13-17: Actuator,
2: MG (motor generator), 21: output shaft, 22: MG shaft (motor generator shaft),
221: MG gear (motor generator gear), 222: MG gear (motor generator gear),
3: input shaft, 31-33: input shaft transmission gear, 34: idle input shaft transmission gear,
35: idle input shaft transmission gear, 36: third sleeve (third connecting means),
4: first output shaft, 41-43: first output shaft transmission gear, 44: first output gear,
45, 46: first sleeve (first connecting means), 47: reverse gear,
48: Reverse gear sleeve, 49: Parking lock gear,
5: second output shaft, 51: second output gear, 52: shared gear, 53: shared gear,
54: Second sleeve (second connecting means),
6: control means, 61: drive / power generation means, 62: battery,
71: final gear, 72: first output shaft transmission gear, 73: idler gear, 74: idler shaft,
81: reverse gear, 82: first output shaft transmission gear, 83: first sleeve.

Claims (4)

An internal combustion engine and a motor generator as a power source;
A motor generator shaft having at least two motor generator gears rotating synchronously with the output shaft of the motor generator;
An input shaft to which the output of the internal combustion engine and the output of the motor generator are input;
A first output shaft and a second output shaft arranged in parallel with the input shaft;
Have
A plurality of input shaft transmission gears for shifting that rotate synchronously with the input shaft; at least two idle input shaft transmission gears for shifting that rotate freely with respect to the input shaft; and the input A third connecting means that rotates synchronously with the shaft and is connected to any one of the idle input shaft transmission gears so as to be synchronously rotatable; and
A plurality of first output gears that rotate in synchronism with the first output shaft and that constantly mesh with a final gear that transmits power to drive wheels; A plurality of first output shaft transmission gears for shifting each of which is always meshed with the input shaft transmission gear, and synchronous rotation with the first output shaft, and synchronous rotation with any one of the plurality of first output shaft transmission gears A first connecting means for connecting, and
The second output shaft, the second output gear that rotates synchronously with the second output shaft and always meshes with the final gear, and the motor generator gears that rotate freely with respect to the second output shaft, respectively At least two common gears that are always meshed and always meshed with the idle input shaft transmission gear, and a second connection means that rotates synchronously with the second output shaft and is connected to any one of the shared gears so as to be capable of synchronous rotation. And a hybrid vehicle power transmission device.   2. The power transmission device for a hybrid vehicle according to claim 1, wherein the motor generator and the second output shaft are positioned above the input shaft and the first output shaft in a gravitational direction.   The power transmission device for a hybrid vehicle according to claim 1 or 2, wherein the idle input shaft transmission gear that is always meshed with the shared gear is provided at a speed other than the highest speed among the plurality of speeds.   4. The idle input shaft transmission gear that is always meshed with the shared gear is provided at a non-continuous gear speed except for the lowest gear and the highest gear among a plurality of gears. Power transmission device for hybrid vehicles.

Images