JPWO2015189924A1 - Power transmission device - Google Patents

Power transmission device Download PDF

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JPWO2015189924A1
JPWO2015189924A1 JP2016527538A JP2016527538A JPWO2015189924A1 JP WO2015189924 A1 JPWO2015189924 A1 JP WO2015189924A1 JP 2016527538 A JP2016527538 A JP 2016527538A JP 2016527538 A JP2016527538 A JP 2016527538A JP WO2015189924 A1 JPWO2015189924 A1 JP WO2015189924A1
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shaft
gear
coaxial
driven gear
engine
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JP6251805B2 (en
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相川　政士
政士 相川
松本　尚之
尚之 松本
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Ｇｋｎドライブラインジャパン株式会社
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

エンジンに連結可能にされ、相互に隣接する第１のドライブギアと第２のドライブギアとを備えた第１のシャフトと、第１のシャフトに同軸であって第１のシャフトから独立して回転可能な同軸シャフトと、第１のシャフトの回転を増速して同軸シャフトに伝達するためのギアを備えた第２のシャフトと、第１及び第２のドライブギアとエンジンとの間に配置され、同軸シャフトに結合されたジェネレータと、第１のドライブギアと係合して第１のギア比を与える第１のドリブンギアと、第１のドリブンギアと同軸であって軸方向に隣接し、第２のドライブギアと係合して第２のギア比を与える第２のドリブンギアと、第１のドリブンギアおよび第２のドリブンギアと同軸であり、外部の車軸に連結される第３のシャフトと、第１及び第２のドリブンギアから選択して第３のシャフトに連結及び連結解除するべく構成されたクラッチ機構と、を備える動力伝達装置。A first shaft comprising a first drive gear and a second drive gear adjacent to each other and connectable to the engine; and coaxial with the first shaft and rotating independently of the first shaft A possible coaxial shaft, a second shaft with gears for increasing the speed of rotation of the first shaft and transmitting it to the coaxial shaft, and between the first and second drive gears and the engine. A generator coupled to the coaxial shaft; a first driven gear that engages the first drive gear to provide a first gear ratio; and is coaxially adjacent to the first driven gear and axially adjacent; A second driven gear that engages with the second drive gear to provide a second gear ratio; a third driven gear that is coaxial with the first driven gear and the second driven gear and is coupled to an external axle; A shaft and first and second Power transmission device and a clutch mechanism configured to select connecting and disconnecting the third shaft from Ribungia.

Description

本発明は、電動モータに外部のエンジンを組み合わせて車両を駆動するトルクを伝達するための動力伝達装置に関する。  The present invention relates to a power transmission device for transmitting torque for driving a vehicle by combining an external engine with an electric motor.

いわゆるハイブリッド車は、電動モータに、ガソリンエンジンのごとき内燃機関を組み合わせ、その両者を駆動力源として利用する。エンジンの出力は、車軸の駆動のみならず、バッテリの充電にも利用され、その際にはモータはジェネレータとして作用し、エンジンの出力の一部を受けて発電する。また多くの場合において、車両が減速する際にもモータはジェネレータとして作用し、車両の慣性エネルギを電力として回生する。  A so-called hybrid vehicle combines an electric motor and an internal combustion engine such as a gasoline engine, and uses both as a driving force source. The output of the engine is used not only for driving the axle but also for charging the battery. In this case, the motor acts as a generator and receives a part of the output of the engine to generate electricity. In many cases, when the vehicle decelerates, the motor acts as a generator and regenerates the vehicle's inertia energy as electric power.

上述の通り、ハイブリッド車において、エンジン、電動モータ、および車軸の間で三方向にトルクがやりとりされるので、その動力伝達装置は複雑かつ大規模になりがちである。それゆえ、自由な空間を確保し難い車両内において、これらのレイアウトは難しい問題である。  As described above, in the hybrid vehicle, torque is exchanged in three directions between the engine, the electric motor, and the axle, so that the power transmission device tends to be complicated and large-scale. Therefore, these layouts are a difficult problem in a vehicle where it is difficult to secure a free space.

特許文献１は、関連する技術を開示する。  Patent Document 1 discloses a related technique.

日本国特許公開２０１２−２２４２１９号Japanese Patent Publication No. 2012-224219

エンジンを高燃費で運用するには、比較的に低回転を維持するのが有利である。一方、モータ／ジェネレータは、高出力を発揮し、また高効率で発電をする観点から、比較的に高回転を維持するほうが有利である。すなわちエンジンとモータ／ジェネレータでは、好ましい回転数領域が異なるのであって、動力伝達装置はそれぞれに最適な回転数を実現するよう設計されることが望ましい。ところが上述のレイアウトに関する制約は、ギア比を自由に設定することを困難にしている。  In order to operate the engine with high fuel efficiency, it is advantageous to maintain a relatively low speed. On the other hand, it is advantageous that the motor / generator maintains a relatively high rotation from the viewpoint of exhibiting high output and generating power with high efficiency. In other words, the engine and the motor / generator have different preferable rotational speed ranges, and it is desirable that the power transmission device be designed to achieve an optimal rotational speed. However, the restrictions on the layout described above make it difficult to set the gear ratio freely.

本発明は、レイアウトの問題と好ましい回転数の実現の問題を同時に解決することに鑑みて為された。  The present invention has been made in view of simultaneously solving the problem of layout and the problem of realizing a preferable rotational speed.

本発明の一局面によれば、外部のエンジンと組み合わせて外部の車軸へトルクを出力する動力伝達装置は、前記エンジンと駆動的に連結可能であって、相互に隣接する第１のドライブギアと第２のドライブギアとを備えた第１のシャフトと、前記第１のシャフトに同軸であって前記第１のシャフトから独立して回転可能な同軸シャフトと、前記第１のシャフトおよび前記同軸シャフトとそれぞれギア結合し、前記第１のシャフトの回転を増速して前記同軸シャフトに伝達する第２のシャフトと、前記前記同軸シャフトに駆動的に結合し、前記複数のドライブギアと前記エンジンとの間に配置されたジェネレータと、前記第１のドライブギアと係合して第１のギア比を与える第１のドリブンギアと、前記第１のドリブンギアと同軸であって軸方向に隣接し、前記第１のドリブンギアから独立して回転可能であり、前記第２のドライブギアと係合して前記第１のギア比と異なる第２のギア比を与える第２のドリブンギアと、前記第１のドリブンギアおよび前記第２のドリブンギアと同軸であり、前記車軸と駆動的に連結可能な第３のシャフトと、前記第１のドリブンギアおよび前記第２のドリブンギアから選択して前記第３のシャフトに連結および脱連結するべく構成されたクラッチ機構と、を備える。  According to one aspect of the present invention, a power transmission device that outputs torque to an external axle in combination with an external engine is drivably coupled to the engine, and a first drive gear adjacent to each other. A first shaft including a second drive gear; a coaxial shaft coaxial with the first shaft and rotatable independently of the first shaft; the first shaft and the coaxial shaft; And a second shaft for increasing the rotation of the first shaft and transmitting it to the coaxial shaft, and a drive coupling to the coaxial shaft, and the plurality of drive gears and the engine. A generator disposed between, a first driven gear that engages with the first drive gear to provide a first gear ratio, and is axially coaxial with the first driven gear And a second driven gear that is rotatable independently of the first driven gear and that engages with the second drive gear to provide a second gear ratio that is different from the first gear ratio. A third shaft that is coaxial with the first driven gear and the second driven gear and is drivably coupled to the axle, and is selected from the first driven gear and the second driven gear And a clutch mechanism configured to be connected to and disconnected from the third shaft.

図１は、本発明の一実施形態に係る動力伝達装置と、エンジン、バッテリおよび車軸の組み合わせの概括的なブロックダイアグラムである。FIG. 1 is a general block diagram of a combination of a power transmission device, an engine, a battery, and an axle according to an embodiment of the present invention. 図２は、前記実施形態による動力伝達装置の平面断面図である。FIG. 2 is a plan sectional view of the power transmission device according to the embodiment. 図３は、他の実施形態による動力伝達装置の平面断面図である。FIG. 3 is a cross-sectional plan view of a power transmission device according to another embodiment.

図１ないし３を参照して以下に本発明の幾つかの例示的な実施形態を説明する。  Several exemplary embodiments of the present invention are described below with reference to FIGS.

以下の説明および添付の図面において、左右あるいは上下の関係は一例に過ぎず、左右を入れ替え、あるいは上下を入れ替えた実施形態が可能である。  In the following description and the accompanying drawings, the relationship between left and right or up and down is merely an example, and embodiments in which left and right are interchanged or up and down are possible.

本実施形態による動力伝達装置は、エンジン、モータ／ジェネレータ、および車軸の間で三方向にトルクを伝達する用途に利用され、例えばハイブリッド車に適用される。図１はハイブリッド車の前車軸に適用される例を示すが、もちろん後車軸に適用することもできる。  The power transmission device according to the present embodiment is used for the purpose of transmitting torque in three directions between an engine, a motor / generator, and an axle, and is applied to, for example, a hybrid vehicle. Although FIG. 1 shows an example applied to the front axle of a hybrid vehicle, it can of course be applied to the rear axle.

図１に例示された動力伝達装置は、エンジン１と、モータ／ジェネレータ９と、右および左車軸１９，２１との間でトルクを伝達する。装置から見てエンジン１は外部の要素であって、ガソリンエンジン、ディーゼルエンジンやその他の何れの機関とも組み合わせることができる。さらに外部の要素として、バッテリ２５とインバータ２７が装置に組み合わされ、モータ／ジェネレータ９からの電力を蓄積し、またこれに電力を供給する。  The power transmission device illustrated in FIG. 1 transmits torque between the engine 1, the motor / generator 9, and the right and left axles 19 and 21. The engine 1 is an external element when viewed from the apparatus, and can be combined with a gasoline engine, a diesel engine, or any other engine. Further, as an external element, a battery 25 and an inverter 27 are combined in the apparatus, and the electric power from the motor / generator 9 is stored and supplied to the electric power.

動力伝達装置は、概して、エンジン１に駆動的に連結される第１のシャフト３と、これに同軸であってモータ／ジェネレータ９に駆動的に連結される同軸シャフト５と、これらのシャフトの両方とギア結合して双方向にトルクを伝える第２のシャフト７と、変速ギア組１１およびクラッチ機構１５を介して第１のシャフト３に連結される第３のシャフト１３と、よりなる。第３のシャフト１３はデファレンシャル１７を介して車軸１９，２１に駆動的に連結される。  The power transmission device generally includes a first shaft 3 that is drivingly connected to the engine 1, a coaxial shaft 5 that is coaxial to it and drivingly connected to a motor / generator 9, both of these shafts. And a second shaft 7 for transmitting torque in both directions and a third shaft 13 connected to the first shaft 3 via the transmission gear set 11 and the clutch mechanism 15. The third shaft 13 is drivingly connected to the axles 19 and 21 via the differential 17.

これらのシャフトは互いに平行であり、その間を連結するギアには平歯車ないしヘリカルギアが適用できる。  These shafts are parallel to each other, and spur gears or helical gears can be applied to the gears connecting them.

図２を参照するに、エンジン１と第１のシャフト３との連結は、例えばドライクラッチ２３によることができる。あるいは図３に示すように、トルクダンパ２９によることもでき、また他の適宜の手段によってもよい。  Referring to FIG. 2, the connection between the engine 1 and the first shaft 3 can be performed by, for example, a dry clutch 23. Alternatively, as shown in FIG. 3, a torque damper 29 may be used, or other appropriate means may be used.

第１のシャフト３は、第１のドライブギア３１と第２のドライブギア３３とを備え、少なくとも一のベアリング３５によりケーシング１００に回転可能に支持される。ドライブギア３１，３３の何れかあるいは両方は、第１のシャフト３と一体であってもよく、残りあるいは両方は別体であってスプラインやその他の手段により第１のシャフト３に結合されていてもよい。またドライブギア３１，３３は、好ましくは互いに軸方向に隣接して配置される。  The first shaft 3 includes a first drive gear 31 and a second drive gear 33, and is rotatably supported on the casing 100 by at least one bearing 35. Either or both of the drive gears 31 and 33 may be integral with the first shaft 3, and the other or both are separate and are connected to the first shaft 3 by splines or other means. Also good. The drive gears 31 and 33 are preferably arranged adjacent to each other in the axial direction.

詳しくは後述するが、変速のためにドライブギア３１とドライブギア３３とは異径であり、図示の例では第１のドライブギア３１の方がより大径である。  Although details will be described later, the drive gear 31 and the drive gear 33 have different diameters for shifting, and the first drive gear 31 has a larger diameter in the illustrated example.

同軸シャフト５は、既に述べた通り第１のシャフト３に同軸であり、その間には例えばニードルベアリング３７が介在し、以って同軸シャフト５は第１のシャフト３から独立して回転可能である。同軸シャフト５は、トルクを受容し、また出力するためのドリブンギア５１を、一体的または別体的に備える。同軸シャフト５も、少なくとも一のベアリング５３によりケーシング１００に回転可能に支持される。ベアリング５３は、同軸シャフト５およびニードルベアリング３７を介して第１のシャフト３をも支持している。  As described above, the coaxial shaft 5 is coaxial with the first shaft 3, and a needle bearing 37 is interposed between the coaxial shafts 5, so that the coaxial shaft 5 can rotate independently of the first shaft 3. . The coaxial shaft 5 includes a driven gear 51 for receiving and outputting torque and integrally or separately. The coaxial shaft 5 is also rotatably supported on the casing 100 by at least one bearing 53. The bearing 53 also supports the first shaft 3 via the coaxial shaft 5 and the needle bearing 37.

第２のシャフト７は、第１のドライブギア３１と係合する増速ドリブンギア４１と、ドリブンギア５１と係合する増速ドライブギア４３とを備える。何れも、第２のシャフト７と一体でもよく、あるいは別体でもよい。第２のシャフト７は、その両端付近において、一対のベアリング４５により回転可能にケーシング１００に支持される。  The second shaft 7 includes an increased speed driven gear 41 that engages with the first drive gear 31 and an increased speed drive gear 43 that engages with the driven gear 51. Any of them may be integrated with the second shaft 7 or may be separate. The second shaft 7 is rotatably supported by the casing 100 by a pair of bearings 45 in the vicinity of both ends thereof.

シャフト３の回転を増速して同軸シャフト５に伝えるべく、増速ドライブギア４３は増速ドリブンギア４１よりも大径である。これに応じて、同軸シャフト５のドリブンギア５１は、第１のシャフト３の第１のドライブギア３１よりも小径である。  The speed increasing drive gear 43 has a larger diameter than the speed increasing driven gear 41 so that the rotation of the shaft 3 is increased and transmitted to the coaxial shaft 5. Accordingly, the driven gear 51 of the coaxial shaft 5 has a smaller diameter than the first drive gear 31 of the first shaft 3.

モータ／ジェネレータ９は、ドライブギア３１，３３とエンジン１との間に配置される。モータ／ジェネレータ９はケーシング１００の外部に配置することができるが、好ましくはケーシング１００からエンジン１に向けて突出したベルハウジング１１０内に収容される。ベルハウジング１１０の右端において、ケーシング１００がエンジン１に結合する。  The motor / generator 9 is disposed between the drive gears 31 and 33 and the engine 1. The motor / generator 9 can be disposed outside the casing 100, but is preferably housed in a bell housing 110 protruding from the casing 100 toward the engine 1. The casing 100 is coupled to the engine 1 at the right end of the bell housing 110.

モータ／ジェネレータ９は同軸シャフト５に駆動的に結合する。同軸シャフト５がケーシング１００を貫いてモータ／ジェネレータ９にまで延長されていてもよいし、同軸シャフト５とは別体の中空シャフト５５が介在していてもよい。この場合、同軸シャフト５と中空シャフト５５とは、例えばスプライン５７により駆動的に連結される。第１のシャフト３は、同軸シャフト５および中空シャフト５５内の空洞を通ってモータ／ジェネレータ９よりも外に引き出され、ドライクラッチ２３あるいはトルクダンパ２９に結合する。  A motor / generator 9 is drivingly coupled to the coaxial shaft 5. The coaxial shaft 5 may extend through the casing 100 to the motor / generator 9, or a hollow shaft 55 separate from the coaxial shaft 5 may be interposed. In this case, the coaxial shaft 5 and the hollow shaft 55 are drivingly connected by, for example, a spline 57. The first shaft 3 is drawn out of the motor / generator 9 through the cavities in the coaxial shaft 5 and the hollow shaft 55, and is coupled to the dry clutch 23 or the torque damper 29.

第３のシャフト１３は、例えば一対のベアリングを介して、ケーシング１００に回転可能に支持される。これに第１のドリブンギア６１が回転可能に同軸に嵌合し、さらに第２のドリブンギア６３が回転可能に同軸に嵌合する。またドリブンギア６１，６３は軸方向に隣接する。これらのドリブンギア６１，６３は、クラッチ機構１５による連結がなければ、相互に独立して回転可能である。互いを回転可能にするために、例えばニードルベアリングがこれらの間に介在する。  The third shaft 13 is rotatably supported by the casing 100 via, for example, a pair of bearings. The first driven gear 61 is rotatably and coaxially fitted thereto, and the second driven gear 63 is rotatably and coaxially fitted. The driven gears 61 and 63 are adjacent to each other in the axial direction. These driven gears 61 and 63 can be rotated independently of each other unless connected by the clutch mechanism 15. In order to be able to rotate each other, for example, needle bearings are interposed between them.

第１のドリブンギア６１は第１のドライブギア３１と係合し、第２のドリブンギア６３は第２のドライブギア３３と係合する。互いに異径であるために、第１のドライブギア３１と第１のドリブンギア６１との組み合わせによる第１のギア比は、第２のドライブギア３３と第２のドリブンギア６３との組み合わせによる第２のギア比と異なる。図示の例では第１のギア比の方がより高ギア比である。それ故、第３のシャフト１３に連結するギアを、クラッチ機構１５により選択することにより、変速が可能である。  The first driven gear 61 is engaged with the first drive gear 31, and the second driven gear 63 is engaged with the second drive gear 33. Since the diameters are different from each other, the first gear ratio by the combination of the first drive gear 31 and the first driven gear 61 is the first gear ratio by the combination of the second drive gear 33 and the second driven gear 63. Different from the gear ratio of 2. In the illustrated example, the first gear ratio is a higher gear ratio. Therefore, the gear can be changed by selecting the gear connected to the third shaft 13 by the clutch mechanism 15.

クラッチ機構１５には、２組のクラッチを含む公知のクラッチ機構を適用することができ、好ましくは２組のクラッチは互いに同軸であって、一方が他方の内側になる入れ子構造をとる。その例は例えば米国特許８，６１６，０８７号公報に開示された機構であり、その内容の全体を参照してここに加入される。  A known clutch mechanism including two sets of clutches can be applied to the clutch mechanism 15. Preferably, the two sets of clutches are coaxial with each other and have a nested structure in which one is inside the other. An example is the mechanism disclosed in, for example, US Pat. No. 8,616,087, which is hereby incorporated by reference in its entirety.

クラッチ機構１５は、同軸であって入れ子にされたクラッチ６５，６７を備え、それぞれは例えば多板クラッチである。クラッチ６５のクラッチ板の一方の組は第３のシャフト１３に結合しており、他方の組は第１のドリブンギア６１に結合している。またクラッチ６７のクラッチ板の一方の組はクラッチハウジング７５を介して第３のシャフト１３に結合しており、他方の組は第２のドリブンギア６３に結合している。  The clutch mechanism 15 includes coaxial and nested clutches 65 and 67, each of which is, for example, a multi-plate clutch. One set of clutch plates of the clutch 65 is coupled to the third shaft 13, and the other set is coupled to the first driven gear 61. One set of clutch plates of the clutch 67 is connected to the third shaft 13 via the clutch housing 75, and the other set is connected to the second driven gear 63.

クラッチ機構１５は、クラッチ６５，６７の連結および脱連結を個別に外部から制御するための手段を備える。例えば、第１の油圧経路７１は第３のシャフト１３内を走り、その一方の端は、第３のシャフト１３の端部に引き出されている。他方の端はクラッチ機構１５内のチャンバに連通しており、このチャンバは油圧に応じてクラッチ６５を押圧するように構造付けられている。同様に、クラッチ６７の連結および脱連結を制御するべく、第２の油圧経路７３が第３のシャフト１３内を走り、その端部に引き出されている。第３のシャフト１３の端部において、加圧手段が油圧経路７１，７３に接続される。  The clutch mechanism 15 includes means for individually controlling connection and disconnection of the clutches 65 and 67 from the outside. For example, the first hydraulic path 71 runs in the third shaft 13, and one end of the first hydraulic path 71 is drawn to the end of the third shaft 13. The other end communicates with a chamber in the clutch mechanism 15, and this chamber is structured so as to press the clutch 65 in accordance with the hydraulic pressure. Similarly, in order to control connection and disconnection of the clutch 67, the second hydraulic path 73 runs through the third shaft 13 and is drawn out to the end thereof. At the end of the third shaft 13, the pressurizing means is connected to the hydraulic paths 71 and 73.

油圧経路７１，７３から選択された一方に油圧を印加することにより、クラッチ６５，６７から選択された一方を連結し、以って第１のドリブンギア６１および第２のドリブンギア６３から選択された一方を第３のシャフト１３に連結する。油圧を除くことにより脱連結する。  By applying hydraulic pressure to one selected from the hydraulic paths 71, 73, one selected from the clutches 65, 67 is coupled, and thus selected from the first driven gear 61 and the second driven gear 63. The other end is connected to the third shaft 13. Decouple by removing hydraulic pressure.

あるいは、油圧システムに代えて、機械的手段や電磁的手段、その他の手段を適用してもよい。  Alternatively, mechanical means, electromagnetic means, and other means may be applied instead of the hydraulic system.

第３のシャフト１３は、さらに、スプライン連結された出力ギア６９を備え、これはデファレンシャル１７のリングギア８１に係合する。デファレンシャル１７は、第３のシャフト１３と車軸１９，２１との間に介在し、トルクを差動的に車軸１９，２１に配分する。以って第３のシャフト１３は、ギア６９，８１およびデファレンシャル１７を介して右および左の車軸１９，２１に連結する。  The third shaft 13 further includes a splined output gear 69 that engages the ring gear 81 of the differential 17. The differential 17 is interposed between the third shaft 13 and the axles 19 and 21 and differentially distributes the torque to the axles 19 and 21. Accordingly, the third shaft 13 is connected to the right and left axles 19 and 21 via the gears 69 and 81 and the differential 17.

ケーシング１００からの潤滑油の漏出および外部の潤滑油との混合を防止するべく、各軸の周囲にオイルシールを介在せしめることができる。例えば第１のシャフト３と同軸シャフト５との間、同軸シャフト５とケーシング１００との間、車軸１９，２１の周囲にオイルシールが介在する。これにより、動力伝達装置は他の装置から独立して、動力伝達装置に特に適した潤滑油を利用することができる。さらに、中空シャフト５５の周囲にもオイルシールを介在させてもよい。ベルハウジング１１０における潤滑油にも専用の潤滑油を利用することができる。  In order to prevent leakage of lubricating oil from casing 100 and mixing with external lubricating oil, an oil seal can be interposed around each shaft. For example, oil seals are interposed between the first shaft 3 and the coaxial shaft 5, between the coaxial shaft 5 and the casing 100, and around the axles 19 and 21. Thereby, the power transmission device can use the lubricating oil particularly suitable for the power transmission device independently of other devices. Further, an oil seal may be interposed around the hollow shaft 55. A dedicated lubricating oil can also be used for the lubricating oil in the bell housing 110.

動力伝達装置は、モータ／ジェネレータ９の他に、さらに他のモータ／ジェネレータを備えてもよい。例えば図３に示す例によれば、動力伝達装置は、リングギア８１に係合した減速ギア組９１を備え、これを介して第２のモータ／ジェネレータ９３が連結している。減速ギア組９１は、第２のモータ／ジェネレータ９３の回転を減速してリングギア８１に伝え、逆にリングギア８１の回転を増速して第２のモータ／ジェネレータ９３に伝える。  In addition to the motor / generator 9, the power transmission device may further include another motor / generator. For example, according to the example shown in FIG. 3, the power transmission device includes a reduction gear set 91 engaged with the ring gear 81, and the second motor / generator 93 is connected thereto. The reduction gear set 91 decelerates the rotation of the second motor / generator 93 and transmits it to the ring gear 81, and conversely increases the rotation of the ring gear 81 and transmits it to the second motor / generator 93.

この例によれば、モータ／ジェネレータ９を専らジェネレータとして運用し、第２のモータ／ジェネレータ９３を専らモータとして運用することができる。あるいはその逆の運用をすることもできる。かかる構成によれば、モータ／ジェネレータ９に対する増速／減速比と、第２のモータ／ジェネレータ９３に対する増速／減速比とを独立に設定することができる。  According to this example, the motor / generator 9 can be operated exclusively as a generator, and the second motor / generator 93 can be operated exclusively as a motor. Or the reverse operation is also possible. According to this configuration, the speed increase / reduction ratio for the motor / generator 9 and the speed increase / reduction ratio for the second motor / generator 93 can be set independently.

上述の何れの実施形態によっても、モータ／ジェネレータは変速ギア組とエンジンとの間に配置することができる。かかる場所は、例えば特許文献１のごとき技術によれば、何れの装置も組み込むことのできないデッドスペースであった。従来はケーシング１００の外に配置しなければならなかったモータ／ジェネレータを、かかるデッドスペースを利用して収納しており、以って車両内における限られた自由空間を有効に利用し、レイアウトの問題を解決している。  According to any of the embodiments described above, the motor / generator can be placed between the transmission gear set and the engine. Such a place is a dead space in which no device can be incorporated, for example, according to a technique such as Patent Document 1. Conventionally, a motor / generator that had to be arranged outside the casing 100 is stored using such a dead space, so that the limited free space in the vehicle is effectively used, and the layout can be improved. The problem is solved.

エンジンの回転は、第１のドライブギア３１と増速ドリブンギア４１のギア組、および増速ドライブギア４３とドリブンギア５１のギア組の２段階にわたり増速され、モータ／ジェネレータ９に入力される。より高回転がモータ／ジェネレータ９に入力されることにより、モータ／ジェネレータ９はより効率的に発電をすることができる。逆に、モータ／ジェネレータ９の出力は、２段階にわたり減速されて第１のシャフト３に入力されるので、より高出力を期待することができる。  The rotation of the engine is increased in two stages, that is, a gear set of the first drive gear 31 and the increased driven gear 41 and a gear set of the increased drive gear 43 and the driven gear 51, and is input to the motor / generator 9. . By inputting higher rotation to the motor / generator 9, the motor / generator 9 can generate power more efficiently. On the contrary, since the output of the motor / generator 9 is decelerated in two stages and inputted to the first shaft 3, a higher output can be expected.

モータ／ジェネレータ９をより効率よく運用することができるので、モータ／ジェネレータ９を小型化することもできる。これは、空間の有効利用にさらに寄与する。  Since the motor / generator 9 can be operated more efficiently, the motor / generator 9 can be downsized. This further contributes to effective use of space.

好適な実施形態により本発明を説明したが、本発明は上記実施形態に限定されるものではない。上記開示内容に基づき、当該技術分野の通常の技術を有する者が、実施形態の修正ないし変形により本発明を実施することが可能である。  Although the present invention has been described with reference to preferred embodiments, the present invention is not limited to the above-described embodiments. Based on the above disclosure, a person having ordinary skill in the art can implement the present invention by modifying or modifying the embodiment.

電動モータに外部のエンジンを組み合わせて車両を駆動するトルクを伝達するための動力伝達装置が提供される。  A power transmission device for transmitting torque for driving a vehicle by combining an external engine with an electric motor is provided.

Claims (3)

外部のエンジンと組み合わせて外部の車軸へトルクを出力する動力伝達装置であって、
前記エンジンと駆動的に連結可能であって、相互に隣接する第１のドライブギアと第２のドライブギアとを備えた第１のシャフトと、
前記第１のシャフトに同軸であって前記第１のシャフトから独立して回転可能な同軸シャフトと、
前記第１のシャフトおよび前記同軸シャフトとそれぞれギア結合し、前記第１のシャフトの回転を増速して前記同軸シャフトに伝達する第２のシャフトと、
前記前記同軸シャフトに駆動的に結合し、前記複数のドライブギアと前記エンジンとの間に配置されたジェネレータと、
前記第１のドライブギアと係合して第１のギア比を与える第１のドリブンギアと、
前記第１のドリブンギアと同軸であって軸方向に隣接し、前記第１のドリブンギアから独立して回転可能であり、前記第２のドライブギアと係合して前記第１のギア比と異なる第２のギア比を与える第２のドリブンギアと、
前記第１のドリブンギアおよび前記第２のドリブンギアと同軸であり、前記車軸と駆動的に連結可能な第３のシャフトと、
前記第１のドリブンギアおよび前記第２のドリブンギアから選択して前記第３のシャフトに連結および脱連結するべく構成されたクラッチ機構と、
を備えた装置。A power transmission device that outputs torque to an external axle in combination with an external engine,
A first shaft comprising a first drive gear and a second drive gear that are drivably connectable to the engine and are adjacent to each other;
A coaxial shaft coaxial with the first shaft and rotatable independently of the first shaft;
A second shaft that is gear-coupled to each of the first shaft and the coaxial shaft, and that accelerates and transmits the rotation of the first shaft to the coaxial shaft;
A generator drivingly coupled to the coaxial shaft and disposed between the plurality of drive gears and the engine;
A first driven gear that engages the first drive gear to provide a first gear ratio;
It is coaxial with the first driven gear and is axially adjacent and rotatable independently of the first driven gear, and engages with the second drive gear to satisfy the first gear ratio. A second driven gear providing a different second gear ratio;
A third shaft that is coaxial with the first driven gear and the second driven gear and is drivably coupled to the axle;
A clutch mechanism configured to be selected from the first driven gear and the second driven gear to be connected to and disconnected from the third shaft;
With a device. 請求項１の装置であって、前記第２のシャフトは、前記第１のドライブギアと係合する第３のドリブンギアと、前記第３のドリブンギアより大径であって前記同軸シャフトにギア結合する第３のドライブギアと、を備えた装置。  2. The apparatus according to claim 1, wherein the second shaft has a third driven gear that engages with the first drive gear, and has a larger diameter than the third driven gear and is geared to the coaxial shaft. A third drive gear to be coupled. 請求項１の装置であって、
前記第３のシャフトと前記車軸との間に介在し、前記トルクを差動的に前記車軸に配分するデファレンシャル装置を、さらに備えた装置。The apparatus of claim 1, comprising:
An apparatus further comprising a differential device interposed between the third shaft and the axle, and differentially distributing the torque to the axle.
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