JP7275943B2 - Drive system for hybrid vehicle - Google Patents

Description

The present invention relates to a hybrid vehicle drive system.

In general, as a hybrid vehicle equipped with an internal combustion engine that outputs power by burning fuel and a motor as a rotating electric machine that outputs power by supplying electric power, the driving device of the vehicle whose power source is only the internal combustion engine is greatly reduced. It is known to attach the motor to the drive without modification. As a driving device employed in this type of hybrid vehicle, there is an AMT (Automated Manual Transmission), which is an automatic transmission that automates the shifting operation based on the basic structure of a manual transmission.

2. Description of the Related Art As a conventional hybrid vehicle drive system of this type, one described in Patent Document 1 is known. The one described in Patent Document 1 includes a reduction gear that transmits power between a rotating electric machine and a final driven gear, the reduction gear reduces and transmits rotation from the rotating electric machine to the final driven gear, and from the final driven gear A first power transmission path that cuts off power transmission to the rotating electrical machine, and a second power transmission that transmits rotation from the final driven gear to the rotating electrical machine without increasing speed and cuts off power transmission from the rotating electrical machine to the final driven gear. route and In addition, this hybrid vehicle drive device realizes switching between the first power transmission path and the second power transmission path by a one-way clutch.

According to the hybrid vehicle drive device described in Patent Document 1, when the rotating electric machine is regenerating, the power from the final driven gear can be transmitted to the rotating electric machine without increasing the speed through the second power transmission path. can be prevented from exceeding the allowable rotation speed during regeneration. Moreover, since the power transmission path can be switched without using a complicated switching mechanism driven by an actuator, the structure of the speed reducer can be simplified. As a result, it is possible to realize a driving device that is simple in structure and can be downsized while preventing the rotating electric machine from exceeding the allowable rotational speed.

Japanese Patent No. 6428157

Here, in Patent Literature 1, the speed reducer is configured to obtain a desired and sufficient speed reduction ratio, mainly for the purpose of preventing the rotation speed of the rotating electric machine from exceeding the allowable rotation speed. On the other hand, the speed reducer has a characteristic that friction loss increases as the number of components such as speed reduction gear pairs and rotating shafts increases. Therefore, it has been desired to improve the power transmission efficiency of the speed reducer by reducing the number of components of the speed reducer.

The present invention has been made in view of the circumstances described above. During power running, the rotation can be sufficiently reduced and transmitted from the rotating electrical machine to the final driven gear, and during regeneration, power can be efficiently transmitted from the final driven gear to the rotating electrical machine. It is an object of the present invention to provide a drive system for a hybrid vehicle capable of

The present invention includes a transmission that shifts rotation transmitted from an internal combustion engine, a differential device that has a final driven gear that transmits the power of the transmission, and distributes the power of the transmission to left and right drive shafts. A drive device for a hybrid vehicle comprising a rotating electrical machine capable of power running and regeneration, and a speed reducer for reducing rotation of the rotating electrical machine, wherein the transmission is an input shaft to which rotation is transmitted from the internal combustion engine. and a counter shaft for transmitting the rotation transmitted from the input shaft through the transmission gear pair to the final driven gear. a motor counter shaft for transmitting power between the input shaft and the final driven gear, and the motor input shaft meshes with a transmission gear provided to the counter shaft so as to be capable of transmitting power via a switching mechanism. 1 motor output gear, and a second motor output gear that transmits power between the motor counter shaft and the motor side gear that meshes with the second motor output gear. , and a differential side gear meshing with the final driven gear, and between the motor input shaft and the first motor output gear, a second gear for transmitting power from the motor input shaft to the first motor output gear. A one-way clutch is provided, and a second one-way clutch is provided between the motor input shaft and the second motor output gear for transmitting power from the second motor output gear to the motor input shaft. and power is transmitted from the rotating electrical machine to the final driven gear by decelerating rotation in the forward rotating direction through the first one-way clutch, the input shaft, and the counter shaft when the rotating electrical machine is powered in the forward direction. and a first power transmission state is formed in which power transmission from the final driven gear to the rotating electrical machine through the motor counter shaft is interrupted by a second one-way clutch, and the forward rotation direction of the rotating electrical machine is formed. During regeneration, power is transmitted from the final driven gear to the rotating electric machine via the motor counter shaft and the second one-way clutch, and the input shaft and the counter shaft from the rotating electric machine to the final driven gear are connected to each other. A second power transmission state is formed in which power transmission through the first one-way clutch is interrupted by the first one-way clutch.

As described above, according to the present invention, the hybrid vehicle can drive a hybrid vehicle capable of sufficiently decelerating and transmitting rotation from the rotating electric machine to the final driven gear during power running, and efficiently transmitting power from the final driven gear to the rotating electric machine during regeneration. Equipment can be provided.

FIG. 1 is a skeleton diagram showing the configuration of a hybrid vehicle drive system according to an embodiment of the present invention. FIG. 2 is a skeleton diagram showing a power transmission state during forward power running of the drive system for a hybrid vehicle according to one embodiment of the present invention. FIG. 3 is a skeleton diagram showing a power transmission state during forward regeneration of the hybrid vehicle drive system according to the embodiment of the present invention. FIG. 4 is a skeleton diagram showing a power transmission state of the drive system for a hybrid vehicle according to one embodiment of the present invention during reverse power running. FIG. 5 is a skeleton diagram showing another power transmission state during reverse power running of the hybrid vehicle drive system according to the embodiment of the present invention. FIG. 6 is a skeleton diagram showing a power transmission state when power is cut off by two one-way clutches of the hybrid vehicle drive system according to the embodiment of the present invention. FIG. 7 is a diagram showing the states of two one-way clutches during forward running of the drive system for a hybrid vehicle according to one embodiment of the present invention. FIG. 8 is a diagram showing the states of two one-way clutches during reverse travel of the hybrid vehicle drive system according to the embodiment of the present invention. FIG. 9 is a diagram showing an example of specifications of a hybrid vehicle drive system according to an embodiment of the present invention.

A drive system for a hybrid vehicle according to an embodiment of the present invention has a transmission that shifts rotation transmitted from an internal combustion engine, and a final driven gear that transmits the power of the transmission. A drive system for a hybrid vehicle comprising: a differential device for distributing power to a drive shaft of a hybrid vehicle; a rotating electric machine capable of power running and regeneration; and a reduction gear for reducing rotation of the rotating electric machine, wherein The speed reducer has an input shaft to which rotation is transmitted, and a counter shaft that transmits the rotation transmitted from the input shaft via a transmission gear pair to a final driven gear. and a motor counter shaft for transmitting power between the motor input shaft and the final driven gear, the motor input shaft meshing with a transmission gear provided to the counter shaft so as to be capable of transmitting power via a switching mechanism. and a second motor output gear that transmits power between the motor output gear and the motor counter shaft, and the motor counter shaft is connected to the motor side gear that meshes with the second motor output gear and the final driven gear. a differential side gear that meshes with the motor, and a first one-way clutch for transmitting power from the motor input shaft to the first motor output gear is provided between the motor input shaft and the first motor output gear; A second one-way clutch for transmitting power from the second motor output gear to the motor input shaft is provided between the input shaft and the second motor output gear, and when the rotating electrical machine is powered in the forward rotation direction, the rotating electrical machine to the final driven gear through the first one-way clutch, the input shaft, and the counter shaft to decelerate the rotation in the forward direction, and transmit power from the final driven gear to the rotating electric machine through the motor counter shaft. is cut off by the second one-way clutch, and power is transmitted from the final driven gear to the rotating electrical machine through the motor counter shaft and the second one-way clutch during regeneration in the forward rotation direction of the rotating electrical machine. and a second power transmission state is formed in which the first one-way clutch cuts off power transmission from the rotary electric machine to the final driven gear through the input shaft and the counter shaft. As a result, the drive system for a hybrid vehicle according to the embodiment of the present invention can transmit the rotation from the rotating electrical machine to the final driven gear while sufficiently reducing the speed during power running, and efficiently transmit power from the final driven gear to the rotating electrical machine during regeneration. It can be carried out.

A drive system for a hybrid vehicle according to an embodiment of the present invention will be described below with reference to the drawings. 1 to 9 are diagrams showing a hybrid vehicle drive system according to an embodiment of the present invention.

First, the configuration will be explained. In FIG. 1 , a hybrid vehicle (hereinafter simply referred to as vehicle) 1 includes an engine 2 as an internal combustion engine and a drive device 3 . The engine 2 is composed of a gasoline engine, a diesel engine, or the like.

The driving device 3 includes a transmission 9 that changes the speed of rotation transmitted from the engine 2 . The transmission 9 includes a clutch 17, an input shaft 11 arranged coaxially with the rotation center of the crankshaft 2A via the clutch 17, and a counter shaft 13 arranged parallel to the input shaft 11. there is Rotation of the engine 2 is transmitted to the input shaft 11 via a clutch 17 . The counter shaft 13 transmits to the final driven gear 19 the rotation transmitted from the input shaft 11 via a transmission gear pair, which will be described later.

Clutch 17 is a starting device that connects or disconnects power transmission between engine 2 and input shaft 11 . Clutch 17 is provided between crankshaft 2A of engine 2 and input shaft 11 of transmission 9, and is operated by an actuator (not shown).

The input shaft 11 is provided with a plurality of transmission drive gears 10A, 10B, 10C, 10D, and 10E sequentially from the end near the engine 2 . The transmission drive gears 10A and 10B are fixed to the input shaft 11 so as to rotate integrally, and the transmission drive gears 10C, 10D and 10E are arranged on the input shaft 11 so as to be idling.

A plurality of variable speed driven gears 12A, 12B, 12C, 12D, and 12E are sequentially provided on the counter shaft 13 from the end near the engine 2 . The speed change driven gears 12C, 12D, 12E are fixed so as to be rotatable together with the counter shaft 13, and the speed change driven gears 12A, 12B are arranged on the counter shaft 13 so as to be idle.

The speed change drive gears 10A, 10B, 10C, 10D, 10E and the speed change driven gears 12A, 12B, 12C, 12D, 12E are always in mesh with each other, and constitute 1st to 5th speed stages respectively. .

The variable speed drive gear 10A and the variable speed driven gear 12A constitute the first gear, the variable speed drive gear 10B and the variable speed driven gear 12B constitute the second speed, the variable speed drive gear 10C and the variable speed driven gear 12C constitute the third speed, and the variable speed drive gear 10D and the variable speed driven gear 12D. constitutes a fourth speed stage, and the variable speed drive gear 10E and the variable speed driven gear 12E constitute a fifth speed stage, respectively.

Like the gear pair of the speed change drive gear 10A and the speed change driven gear 12A in the 1st speed, the gear pairs that are always in mesh so as to form a speed change constitute the speed change gear pair in the present invention.

The transmission 9 also includes a plurality of shift sleeves 14, 15, 16 as switching mechanisms. These shift sleeves 14, 15, and 16 are driven by actuators (not shown) and operated via shift-and-select shafts (not shown), shift forks, and the like, thereby shifting gears from 1st to 5th forward gears, Or switch to any of the reverse gears. The shift sleeves 14, 15, and 16 are arranged so as to be axially movable on the shafts on which they are arranged, and engage axially adjacent gears at their side surfaces to integrally rotate the gears and the shafts. to form a power transmission path corresponding to the first to fifth forward gears or reverse gears. The shift sleeves 14, 15, 16 are provided with a synchronization mechanism (synchronizer) (not shown).

A shift sleeve 14 is arranged between the transmission drive gears 10C and 10D on the input shaft 11 to form a third or fourth speed. The shift sleeve 15 is arranged adjacent to the variable speed drive gear 10E on the input shaft 11 and functions to form a fifth gear or a reverse gear. A shift sleeve 16 is arranged between transmission driven gears 12A and 12B on the countershaft 13 and functions to form a first or second speed.

A reverse drive gear 33 is fixed to the input shaft 11 between the variable speed drive gears 10A and 10B so as to be rotatable therewith. A reverse driven gear 35 is fixed to the reverse shaft 34 . When forming a reverse gear, the reverse shaft 34 moves and the reverse driven gear 35 meshes with the shift sleeve 16 and the reverse drive gear 33 .

The transmission 9 is configured as an AMT (Automated Manual Transmission) in which a shift operation is automatically performed by operating a clutch 17 and shift sleeves 14, 15, 16 with an actuator.

The drive device 3 has a differential device 18 . The differential device 18 has a final driven gear 19 to which the power of the transmission 9 is transmitted, and distributes the power of the transmission 9 to the left and right drive shafts 24 . The differential device 18 includes a differential case 20 having a final driven gear 19 attached to its outer periphery and integrally rotating with the final driven gear 19; and a side gear (not shown). A pair of left and right drive shafts are spline-fitted to the side gear so as to be integrally rotatable.

The final driven gear 19 meshes with a final drive gear 25 provided at the end of the counter shaft 13 on the side closer to the engine 2 . When the final driven gear 19 is rotated by the final drive gear 25, the differential case 20 rotates around the axis of the side gear, and the rotation of the differential case 20 is differentially rotatably transmitted to the left and right drive shafts 24 via the pinion gear and the side gear. , the vehicle 1 runs.

The driving device 3 includes a battery 40 and a rotating electrical machine 26 that mutually changes electric energy and kinetic energy between the battery 40 and the battery 40 . The rotating electric machine 26 is a so-called motor generator having the functions of a motor and a generator. In other words, the rotating electrical machine 26 is a rotating electrical machine capable of power running and regeneration.

The drive device 3 includes a speed reducer 28 that reduces the speed of rotation of the rotating electric machine 26 . The speed reducer 28 has a motor input shaft 29 connected to the rotary electric machine 26 and a motor counter shaft 30 that transmits power between the motor input shaft 29 and the final driven gear 19 .

The motor input shaft 29 has a first motor output gear 41 and a second motor output gear 42 . The first motor output gear 41 meshes with a speed-change driven gear 12</b>B for the second speed, which is provided on the counter shaft 13 via a shift sleeve 16 so as to be capable of transmitting power.

Thus, by setting the shift sleeve 16 to a neutral state, the rotation transmitted from the first motor output gear 41 to the transmission driven gear 12B is not transmitted to the counter shaft 13, and the transmission drive gear 10B is rotated. It can be transmitted to the input shaft 11 via. Then, the rotation transmitted from the input shaft 11 to the counter shaft 13 via the other gear pair can be transmitted to the final driven gear 19 . On the other hand, when the shift sleeve 16 is engaged with the transmission driven gear 12B, the rotation transmitted from the first motor output gear 41 to the transmission driven gear 12B can be transmitted from the counter shaft 13 to the final driven gear 19.

The second motor output gear 42 meshes with the motor side gear 43 on the motor counter shaft 30 and performs power transmission with the motor counter shaft 30 via the motor side gear 43 . The motor counter shaft 30 has a motor side gear 43 that meshes with the second motor output gear 42 and a differential side gear 44 that meshes with the final driven gear 19 .

A first one-way clutch 51 for transmitting power from the motor input shaft 29 to the first motor output gear 41 is provided between the motor input shaft 29 and the first motor output gear 41 . A second one-way clutch 52 for transmitting power from the second motor output gear 42 to the motor input shaft 29 is provided between the motor input shaft 29 and the second motor output gear 42 .

When the vehicle 1 travels forward by powering the rotating electrical machine 26 in the forward rotation direction, the first one-way clutch 51 is in a power transmission state (locked state) when the rotational speed of the motor input shaft 29 is faster than that of the first motor output gear 41 . state), and the rotation of the motor input shaft 29 is transmitted to the first motor output gear 41 . Therefore, the first one-way clutch 51 transmits power only in the direction from the motor input shaft 29 to the first motor output gear 41 .

Further, when the vehicle 1 is traveling forward by powering the rotating electrical machine 26 in the forward rotation direction, the second one-way clutch 52 is in the power transmission state when the rotational speed of the second motor output gear 42 is faster than the motor input shaft 29. (locked state), and the rotation of the second motor output gear 42 is transmitted to the motor input shaft 29 . Therefore, the second one-way clutch 52 transmits power only in the direction from the second motor output gear 42 to the motor input shaft 29 .

In the driving device 3, when the rotary electric machine 26 is powered in the forward direction, the first one-way clutch 51 is in the power transmitting state, and the second one-way clutch 52 is in the disengaged state. Therefore, as shown in FIGS. 2 and 4, power is transmitted from the rotary electric machine 26 to the final driven gear 19 by decelerating the forward rotation through the first one-way clutch 51, the input shaft 11, and the counter shaft 13. , and a first power transmission state is formed in which power transmission from the final driven gear 19 to the rotating electric machine 26 via the motor counter shaft 30 is interrupted by the second one-way clutch 52 .

Here, the forward rotation direction of the rotary electric machine 26 refers to the rotation direction in which the vehicle 1 travels forward when the transmission 9 is set to the forward gear. In the first power transmission state, for example, when the transmission 4 is set to the 2nd speed as shown in FIG. 2, the vehicle 1 travels forward in the 2nd speed. Further, in the first power transmission state, when the transmission 4 is set to the reverse speed as shown in FIG. 4, the vehicle travels backward.

In the driving device 3, when the rotating electric machine 26 is regenerated in the forward rotation direction, the first one-way clutch 51 is in the disengaged state, and the second one-way clutch 52 is in the power transmitting state. For this reason, as shown in FIG. 3, power is transmitted from the final driven gear 19 to the rotating electric machine 26 via the motor counter shaft 30 and the second one-way clutch 52, and an input from the rotating electric machine 26 to the final driven gear 19 is performed. A second power transmission state is established in which power transmission through the shaft 11 and the counter shaft 13 is interrupted by the first one-way clutch 51 .

In the speed reducer 28, when the rotary electric machine 26 is powered in the reverse direction, the first one-way clutch 51 is in the disengaged state and the second one-way clutch 52 is in the power transmitting state. Therefore, as shown in FIG. 5, the reduction gear 28 transmits rotation in the reverse direction from the rotary electric machine 26 to the final driven gear 19 via the second one-way clutch 52 and the motor counter shaft 30, 11 to the rotary electric machine 26 is cut off by the first one-way clutch 51 to form a third power transmission state.

In this embodiment, the gear ratios of all the transmission gear pairs forming the forward gear stage of the transmission 9 are set to the respective gear ratios shown in FIG. By doing so, the rotation speed of the first motor output gear 41 is always greater than the rotation speed of the second motor output gear 42, so the rotation direction and rotation speed of the rotating electric machine 26 are controlled. As a result, the power transmission state and cutoff state of the first one-way clutch 51 and the second one-way clutch 52 are switched, and the first power transmission state, the second power transmission state, the third power transmission state or the fourth power transmission state are switched. A switch to the state can be performed.

Specifically, the magnitude relationship between the rotational speeds of the motor input shaft 29 and the first motor output gear 41 and the rotation speed of the motor input shaft 29 and the second motor output gear 42 depend on the rotational speed of the rotating electric machine 26. The speed magnitude relationship is determined, and the first one-way clutch 51 and the second one-way clutch 52 are switched to the power transmission state or the cutoff state, thereby switching between the first power transmission state and the second power transmission state. .

Further, in the driving device 3, the first one-way clutch 51 and the second one-way clutch 51 and the second A fourth power transmission state is formed in which both of the two one-way clutches 52 rotate relative to the motor input shaft 29 .

In this fourth power transmission state, the first one-way clutch 51 and the second one-way clutch 52 are both disengaged as shown in FIG. Do not transmit power between In addition, in the fourth power transmission state, the rotating electric machine 26 rotates in a predetermined rotational speed range that forms the fourth power transmission state, so that the first power transmission state or the second power transmission state can be quickly achieved. state can be transitioned to.

In FIG. 7, the horizontal axis represents the rotation speed of the input shaft 11 when the vehicle 1 is traveling forward in a predetermined forward gear (for example, 4th gear), and the gear rotation speed in that state (the first motor output gear 41 and The number of revolutions of the second motor output gear 42) is plotted on the vertical axis.

In the region where the first motor output gear 41 is in the power transmission (locked) state and the first power transmission state is formed, the second motor output gear 42 is in the power transmission (lock) state and the second power transmission state is formed. It is formed on the high rotation side of the region where the

Further, the area between the area of the first power transmission state and the area of the second power transmission state becomes a blocking area. This blocking area is an area sandwiched between the area in the first power transmission state and the area in the second power transmission state. In the disengagement region, both the first one-way clutch 51 and the second one-way clutch 52 are disengaged, so that the fourth power transmission state is established.

In FIG. 8, the horizontal axis represents the rotation speed of the input shaft 11 when the vehicle 1 is traveling backward in the reverse gear, and the gear rotation speed in that state (the rotation speed of the first motor output gear 41 and the second motor output gear 42). number) on the vertical axis.

Further, the third power transmission state is formed by powering the rotating electric machine 26 in the reverse direction. The area between the first power transmission state area and the third power transmission state area is a blocking area. This blocking area is an area sandwiched between the area in the first power transmission state and the area in the third power transmission state. Since both the first one-way clutch 51 and the second one-way clutch 52 are in the disengaged state in this disengaged region, the fourth power transmission state is established.

Next, the action will be explained. In the drive device 3 of this embodiment, the speed reducer 28 includes a motor input shaft 29 connected to the rotating electrical machine 26 and a motor counter shaft 30 that transmits power between the motor input shaft 29 and the final driven gear 19. have.

Further, the motor input shaft 29 transmits power between the first motor output gear 41 meshing with the transmission driven gear 12B provided to the counter shaft 13 via the shift sleeve 16 so as to be able to transmit power, and the motor counter shaft 30. and a second motor output gear 42 that carries out. The motor counter shaft 30 has a motor side gear 43 that meshes with the second motor output gear 42 and a differential side gear 44 that meshes with the final driven gear 19 .

A first one-way clutch 51 for transmitting power from the motor input shaft 29 to the first motor output gear 41 is provided between the motor input shaft 29 and the first motor output gear 41 . A second one-way clutch 52 for transmitting power from the second motor output gear 42 to the motor input shaft 29 is provided between the motor input shaft 29 and the second motor output gear 42 .

In the driving device 3, when the rotating electric machine 26 is powered in the forward direction, the rotary electric machine 26 transfers the forward rotation through the first one-way clutch 51, the input shaft 11, and the counter shaft 13 to the final driven gear 19. , and the power transmission from the final driven gear 19 to the rotary electric machine 26 via the motor counter shaft 30 is interrupted by the second one-way clutch 52 to form a first power transmission state.

On the other hand, in the drive device 3, when the rotating electrical machine 26 is regenerated in the forward rotation direction, power is transmitted from the final driven gear 19 to the rotating electrical machine 26 via the motor counter shaft 30 and the second one-way clutch 52, and the rotating electrical machine 26 to the final driven gear 19 through the input shaft 11 and the counter shaft 13 is interrupted by the first one-way clutch 51 to establish a second power transmission state.

With this configuration, when the rotary electric machine 26 is powered forward, the first power transmission state is established, and power can be transmitted by decelerating the rotation via the transmission 9, so that the mechanism of the transmission 9 can be used in common. Then, the rotation range used by the rotary electric machine 26 can be reduced.

Therefore, even if the rotary electric machine 26 is a small rotary electric machine, sufficient assist torque can be transmitted to the final driven gear 19 .

On the other hand, during forward regeneration of the rotating electric machine 26 , the second power transmission state is established and regeneration is performed via the motor counter shaft 30 . As a result, power is transmitted from the differential device 18 to the rotating electric machine 26 through the power transmission path via the motor counter shaft 30, which has fewer gears on the path than in the first power transmission state during power running. A decrease in transmission efficiency can be suppressed.

Therefore, advantageous power transmission states can be configured both during power running and during regeneration of the rotating electric machine 26 . In addition, since an increase in the size of the rotary electric machine 26 can be suppressed and the speed reducer 28 can be reduced in size, the drive device 3 as a whole can be reduced in size.

Furthermore, when the rotating electrical machine 26 is powered, even if the output of the rotating electrical machine 26 is small, the required torque can be transmitted to the final driven gear 19 by the sufficient reduction ratio of the reduction gear 28, so the power consumption of the battery 40 can be reduced. can. Therefore, a decrease in the state of charge (SOC) of the battery 40 can be suppressed, and fuel efficiency can be improved.

On the other hand, during regeneration of the rotating electrical machine 26, since the number of gears on the power transmission path from the final driven gear 19 to the rotating electrical machine 26 is small, energy loss due to gear friction and the like can be reduced. You can increase the amount. Therefore, the battery 40 can be charged quickly, the SOC of the battery 40 can be kept high, and the fuel efficiency can be improved.

In addition, since the power transmission path during power running and during regeneration can be switched by the functions of the first one-way clutch 51 and the second one-way clutch 52, there is no need to use any other complicated switching mechanism, and the speed reducer 28 can be switched. The structure can be simplified. Therefore, the size of the driving device 32 can be reduced.

In addition to this, in the drive device 3, when switching the gear stage of the transmission 9, the rotary electric machine 26 is controlled so that the rotation speed of the motor input shaft 29 is lower than the rotation speed of the first motor output gear 41. As a result, the first one-way clutch 51 is brought into the disengaged state, and power transmission between the motor input shaft 29 and the input shaft 11 can be cut off. Therefore, the inertia of the input shaft 11 when changing gears can be reduced, and the synchronization time of the shift sleeves 14, 15, 16 when changing gears can be shortened.

Further, when downshifting the gear stage of the transmission 9, by increasing the rotational speed of the rotary electric machine 26 and increasing the rotational speed of the input shaft 11 to the rotational speed synchronized with the gear stage after the upshift, Synchronization times of the shift sleeves 14, 15, 16 can be shortened. In addition, since the rotation speed of the input shaft 11 is increased to the synchronous rotation speed by the rotary electric machine 26 whose torque rises faster than that of the engine 2, the synchronization time can be shortened.

Further, after completion of synchronization by the shift sleeves 14, 15, 16, the vehicle 1 can be run using the power of the rotary electric machine 26 instead of the power of the engine 2 even before the reconnection of the clutch 17 is completed. can be done. Therefore, it is possible to avoid deceleration of the vehicle 1 during disengagement of the clutch 17 associated with gear shifting.

In the drive device 3 of this embodiment, the speed reducer 28 is connected from the rotating electric machine 26 to the final driven gear 19 in the reverse direction via the second one-way clutch 52 and the motor counter shaft 30 when the rotating electric machine 26 is powered in the reverse direction. A third power transmission state is formed in which rotation is transmitted and power transmission from the input shaft 11 to the rotary electric machine 26 is interrupted by the first one-way clutch 51 .

As a result, the power generated by the power running of the rotating electrical machine 26 in the reverse direction is transmitted from the rotating electrical machine 26 to the final driven gear 19 via the second one-way clutch 52 and the motor counter shaft 30 . Therefore, the vehicle 1 can be switched between forward and reverse by simply switching the rotation direction of the rotating electric machine 26 . Therefore, it is possible to eliminate the need to provide the transmission 9 with a switching mechanism for switching between forward and reverse travel of the vehicle 1, thereby achieving reduction in the number of parts of the transmission 9, simplification of the configuration, and miniaturization.

In the driving device 3 of the present embodiment, all elements forming the forward gear stage of the transmission 9 so that the rotation speed of the first motor output gear 41 is higher than the rotation speed of the second motor output gear 42 are set.

The first one-way clutch 51 and the second one-way clutch 52 are switched to the power transmission state or the cutoff state according to the rotational speed of the rotary electric machine 26, thereby switching between the first power transmission state and the second power transmission state. A switch is made.

Further, in the driving device 3, the first one-way clutch 51 and the second one-way clutch 51 and the second A fourth power transmission state is formed in which both of the two one-way clutches 52 rotate relative to the motor input shaft 29 .

As a result, when the rotational speed of the rotating electrical machine 26 is within the cutoff region, the fourth power transmission state is established, so that the state in which the power transmission is cut off between the rotating electrical machine 26 and the final driven gear 19 is stabilized. can be formed by

Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1... vehicle, 2... engine (internal combustion engine), 3... driving device, 9... transmission, 11... input shaft, 12A... variable speed driven gear, 12B... variable speed driven gear (transmission gear), 12C...transmission driven gear, 12D...transmission driven gear, 12E...transmission driven gear, 13...counter shaft, 14...shift sleeve (switching mechanism), 15...shift sleeve (switching mechanism), 16... shift sleeve (switching mechanism), 18... differential device, 19... final driven gear, 24... drive shaft, 25... final drive gear, 26... rotation Electric machine 28... Reducer 29... Motor input shaft 30... Motor counter shaft 41... First motor output gear 42... Second motor output gear 43.. Motor-side gear 44...Differential-side gear 51...First one-way clutch 52...Second one-way clutch

Claims (3)

a transmission that shifts the rotation transmitted from the internal combustion engine;
a differential device having a final driven gear to which power of the transmission is transmitted and distributing the power of the transmission to left and right drive shafts;
a rotating electrical machine capable of powering and regenerating;
A drive device for a hybrid vehicle, comprising: a reduction gear that reduces rotation of the rotating electric machine,
The transmission is
an input shaft to which rotation is transmitted from the internal combustion engine;
a counter shaft that transmits rotation transmitted from the input shaft through the transmission gear pair to the final driven gear;
The speed reducer is
a motor input shaft coupled to the rotating electric machine;
a motor counter shaft that transmits power between the motor input shaft and the final driven gear;
The motor input shaft includes a first motor output gear meshing with a transmission gear provided to the counter shaft through a switching mechanism so as to be capable of transmitting power, and a second motor that transmits power between the motor counter shaft and the first motor output gear. an output gear;
The motor counter shaft has a motor-side gear that meshes with the second motor output gear and a differential-side gear that meshes with the final driven gear,
A first one-way clutch for transmitting power from the motor input shaft to the first motor output gear is provided between the motor input shaft and the first motor output gear,
a second one-way clutch for transmitting power from the second motor output gear to the motor input shaft is provided between the motor input shaft and the second motor output gear;
When the rotating electrical machine is powered in the forward direction, power is transmitted from the rotating electrical machine to the final driven gear by reducing rotation in the forward direction through the first one-way clutch, the input shaft, and the counter shaft. and a first power transmission state is formed in which power transmission from the final driven gear to the rotating electric machine via the motor counter shaft is interrupted by a second one-way clutch,
During regeneration in the forward rotation direction of the rotating electrical machine, power is transmitted from the final driven gear to the rotating electrical machine via the motor counter shaft and the second one-way clutch, and from the rotating electrical machine to the final driven gear. wherein a second power transmission state is formed in which power transmission through said input shaft and said counter shaft of said first one-way clutch is interrupted by said first one-way clutch. The speed reducer is
When the rotating electric machine is powered in the reverse direction, the rotation in the reverse direction is transmitted from the rotating electric machine to the final driven gear via the second one-way clutch and the motor counter shaft, and the rotation is transmitted from the input shaft. 2. The drive system for a hybrid vehicle according to claim 1, wherein a third power transmission state is established in which power transmission to the electric machine is interrupted by said first one-way clutch. The gear ratios of all the transmission gear pairs forming the forward gear stage of the transmission are such that the number of rotations of the first motor output gear is greater than the number of rotations of the second motor output gear. is set and
By switching the first one-way clutch and the second one-way clutch to a power transmission state or a cutoff state according to the rotational speed of the rotating electric machine, the first power transmission state and the second power transmission state are switched. a switch is made,
Both the first one-way clutch and the second one-way clutch are operated by rotating the rotating electrical machine at a rotational speed within a disengagement region where both the first one-way clutch and the second one-way clutch are disengaged. 3. The drive system for a hybrid vehicle according to claim 1, wherein a fourth power transmission state is established in which the motor input shaft rotates relative to the motor input shaft.

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