WO2010089841A1 - Dispositif de transmission de puissance - Google Patents

Dispositif de transmission de puissance Download PDF

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Publication number
WO2010089841A1
WO2010089841A1 PCT/JP2009/007293 JP2009007293W WO2010089841A1 WO 2010089841 A1 WO2010089841 A1 WO 2010089841A1 JP 2009007293 W JP2009007293 W JP 2009007293W WO 2010089841 A1 WO2010089841 A1 WO 2010089841A1
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WO
WIPO (PCT)
Prior art keywords
input shaft
main input
power
shaft
main
Prior art date
Application number
PCT/JP2009/007293
Other languages
English (en)
Japanese (ja)
Inventor
重 小山
真二 藤本
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to CN200980156154.7A priority Critical patent/CN102307744B/zh
Publication of WO2010089841A1 publication Critical patent/WO2010089841A1/fr

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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
    • B60K6/42—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • F16H3/093—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 with two or more countershafts
    • F16H2003/0938—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 with two or more countershafts with multiple gears on the input shaft directly meshing with respective gears on the output shaft
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H3/089—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 all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • F16H3/093—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 with two or more countershafts
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a power transmission system for a hybrid vehicle including an internal combustion engine and an electric motor.
  • a power transmission device for a hybrid vehicle there is a type capable of synthesizing powers respectively output from an internal combustion engine and an electric motor and transmitting the synthesized power to drive wheels and performing regenerative operation with the electric motor.
  • the power input from the output of the internal combustion engine is selectively connected to the plurality of shafts via a plurality of shafts coaxially arranged with the output shaft of the internal combustion engine.
  • a method of outputting from an output axis parallel to the output axis is conventionally known.
  • three shafts are disposed coaxially with the output shaft of the internal combustion engine.
  • An internal combustion engine is connected to an end of the first shaft (hereinafter referred to as a first shaft) via a clutch.
  • the other one shaft (hereinafter referred to as a second shaft) is coupled to the output shaft via a gear pair, and an electric motor is connected to an end.
  • Another one shaft (hereinafter referred to as the third shaft) is selectively connected to the output shaft via a plurality of gear pairs.
  • a synchronizer is provided which selectively connects the second axis or the third axis to the first axis.
  • the present invention has been made in view of such background, and in a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, the power transmission device for a hybrid vehicle capable of combining the power of the engine and the motor with high efficiency. Intended to provide.
  • a power transmission apparatus is a power transmission apparatus for a hybrid vehicle including an internal combustion engine and an electric motor to achieve the above object, and an internal combustion engine output shaft to which power is input from the internal combustion engine, and the internal combustion engine A first main input shaft disposed parallel to the engine output shaft and selectively coupled with the internal combustion engine output shaft by the main connection / disconnection device, and coaxially disposed with the first main input shaft, the first disconnection A first auxiliary input shaft selectively connected to the first main input shaft by a contact device, and a first auxiliary input shaft coaxially disposed with the first main input shaft, and selectively connected to the first main input shaft by a second disconnection device.
  • a second sub-input shaft connected to the main input shaft and a first main input shaft disposed in parallel with each other, the first sub-input shaft and the second sub-input shaft being respectively coupled via a gear pair, a counter An output shaft for outputting power to a driven part via a shaft, and a first rotating element
  • a power combining mechanism in which the second rotating element and the third rotating element are configured to be differentially rotatable with respect to each other, the first rotating element is connected to the first main input shaft, and the second rotating element is the second rotating element.
  • the third rotation element is connected to the electric motor, and the second rotation element is configured to transmit the power transmitted from the first rotation element and the power transmitted from the third rotation element.
  • the present invention is characterized in that it is synthesized and transmitted to the output shaft through the first auxiliary input shaft (first invention).
  • the power combining mechanism in which the first rotation element, the second rotation element, and the third rotation element are configured to be differentially rotatable with respect to each other is connected via the first auxiliary input shaft or the second auxiliary input shaft.
  • the power transmitted from the first rotating element connected to the internal combustion engine and the power transmitted from the third rotating element connected to the electric motor are combined, and the power is output from the output shaft to the driven part. Therefore, as in the power transmission device described in Patent Document 1, as compared with the case of synthesizing the motive power of the internal combustion engine and an electric motor in a synchronous system, it is possible to synthesize the power with high efficiency.
  • first connection device and the second connection device be disposed adjacent to the first main input shaft in the axial direction.
  • the power transmission device can be miniaturized by sharing the joint surfaces of the first and second connection devices. Further, by sharing the drive sources of the first and second connection devices, it is possible to reduce the size and cost of the power transmission device.
  • the first connection device and the second connection device are wet clutches.
  • the connection state and the disconnection state of the first main input shaft and the first sub input shaft or the second sub input shaft can be It can be switched without interruption of transmission. Therefore, it becomes possible to switch between the first connection device and the second connection device quickly and without interruption.
  • a second main input shaft disposed parallel to the first main input shaft and coaxially connected to the second main input shaft, which is always connected to the first main input shaft, and the second main input shaft
  • a third auxiliary input shaft selectively connected to the second main input shaft by a third disconnection device, and coaxially disposed with the second main input shaft, and selectively selected by a fourth disconnection device
  • a gear pair comprising: a fourth sub-input shaft connected to the second main input shaft; fixed to the output shaft; and coupling the output shaft to the first sub-input shaft and the second sub-input shaft It is preferable that a plurality of gears constituting the gear and a gear fixed to the third auxiliary input shaft and the fourth auxiliary input shaft be coupled.
  • a power transmission device of the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, and is parallel to the internal combustion engine output shaft to which power is input from the internal combustion engine and the internal combustion engine output shaft
  • a first main input shaft arranged and selectively connected to the internal combustion engine output shaft by a main connection device, a first sub input shaft coaxially arranged with the first main input shaft, and
  • a first gear group including a plurality of gears disposed on one sub input shaft and selectively coupled to the first sub input shaft via a first synchronization device, and disposed parallel to the first main input shaft
  • a second gear group including a plurality of gears fixed to the output shaft and meshed with the gears of the first gear group, and a first rotating element.
  • the second rotation element, and the third rotation element are configured to be differentially rotatable with respect to each other A force combining mechanism, the first rotating element is connected to the first main input shaft, the second rotating element is connected to the first sub-input shaft, and the third rotating element is connected to the motor
  • the second rotation element combines the power transmitted from the first rotation element and the power transmitted from the third rotation element, and transmits the combined power to the output shaft via the first auxiliary input shaft.
  • the power combining mechanism in which the first rotation element, the second rotation element, and the third rotation element are configured to be differentially rotatable with each other is connected to the internal combustion engine via the first auxiliary input shaft.
  • the power transmitted from the first rotation element and the power transmitted from the third rotation element connected to the motor are combined, and the power is output from the output shaft to the driven part. Therefore, as in the power transmission device described in Patent Document 1, as compared with the case of synthesizing the motive power of the internal combustion engine and an electric motor in a synchronous system, it is possible to synthesize the power with high efficiency. Further, since the synchronous device is used when connecting the gear coupled with the gear fixed to the output shaft to the first sub-input shaft, it is possible to make the device compact as compared with the first invention.
  • a second main input shaft disposed parallel to the first main input shaft and coaxially connected to the second main input shaft and always connected to the first main input shaft is disposed.
  • a third gear group including a plurality of gears disposed on the third sub-input shaft and selectively connected to the third sub-input shaft via the second synchronization device.
  • a gear constituting the second gear group meshes with a gear constituting the third gear group.
  • a power transmission device of the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, and is parallel to the internal combustion engine output shaft to which power is input from the internal combustion engine and the internal combustion engine output shaft
  • a first main input shaft which is disposed and selectively connected to the internal combustion engine output shaft by a first main junction device, and coaxially disposed with the first main input shaft, by a second main junction device
  • a second main input shaft coupled to the internal combustion engine output shaft, and coaxially disposed with the first main input shaft, and selectively coupled to the first main input shaft by a first disconnection device.
  • the first sub input shaft and the second sub input shaft which are disposed parallel to the first main input shaft, An intermediate shaft coupled to each other via a gear pair, a third main input shaft disposed parallel to the first main input shaft, and a third junction connected coaxially with the third main input shaft
  • a third auxiliary input shaft selectively connected to the second main input shaft by the device, and coaxial with the third main input shaft, and selectively connected to the second main input shaft by a fourth disconnection device.
  • a fourth sub-input shaft connected to the input shaft and a first main input shaft are disposed parallel to each other, and the intermediate shaft and the third main input shaft are respectively coupled via a gear pair, and via a counter shaft
  • An output shaft for outputting power to a driven part and a power combining mechanism in which a first rotation element, a second rotation element, and a third rotation element are configured to be differentially rotatable with respect to each other, the first rotation element It is connected to the first main input shaft, the second rotating element is connected to the first sub input shaft, and the third rotating element is The second rotation element is connected to the electric motor, and the second rotation element combines the power transmitted from the first rotation element and the power transmitted from the third rotation element, and the first auxiliary input shaft and the intermediate shaft are
  • a second aspect of the invention is characterized in that the transmission is performed to the output shaft.
  • the power combining mechanism can combine the power transmitted from the internal combustion engine and the power transmitted from the motor and transmit it to the output shaft, and also transmitted from the internal combustion engine Power can be distributed and regenerative operation can be performed by the motor.
  • a power transmission device of the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, and is parallel to the internal combustion engine output shaft to which power is input from the internal combustion engine and the internal combustion engine output shaft
  • a first main input shaft which is disposed and selectively connected to the internal combustion engine output shaft by a first main junction device, and coaxially disposed with the first main input shaft, by a second main junction device
  • a second main input shaft connected to the internal combustion engine output shaft, a first sub input shaft coaxially disposed with the first main input shaft, and the first sub input shaft
  • a first gear group consisting of a plurality of gears selectively coupled to the first auxiliary input shaft via a first synchronizing device, and the first auxiliary input shaft disposed parallel to the first main input shaft
  • an intermediate shaft coupled to the second auxiliary input shaft via a gear pair, and the intermediate shaft
  • a second gear group consisting of a plurality of gears fixed and meshing with the gears of the first gear group, a
  • first rotation element the second rotation element, and the third rotation element are configured to be differentially rotatable with respect to each other, the first rotation element comprising Connected to the first main input shaft, the second rotating element is connected to the first sub input shaft, Three rotary elements are connected to the motor, and the second rotary element combines the power transmitted from the first rotary element and the power transmitted from the third rotary element, and the first secondary input shaft and A transmission is performed to the output shaft via the intermediate shaft (fourth invention).
  • the power combining mechanism can combine the power transmitted from the internal combustion engine and the power transmitted from the motor and transmit it to the output shaft, and also transmitted from the internal combustion engine Power can be distributed and regenerative operation can be performed by the motor.
  • a power transmission device of the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, and is parallel to the internal combustion engine output shaft to which power is input from the internal combustion engine and the internal combustion engine output shaft
  • a first main input shaft arranged and selectively connected by the first main junction device with the internal combustion engine output shaft, and coaxially arranged with the internal combustion engine output shaft, selected by the second main junction device
  • a first minor input shaft disposed and selectively coupled to the third major input shaft by a first disconnection device
  • a second auxiliary input shaft coaxially arranged with the third main input shaft and selectively connected with the third main input shaft by a
  • An output shaft coupled to the input shaft and the fourth secondary input shaft via a gear pair and outputting power to the driven part via the counter shaft, a first rotation element, a second rotation element, and a third rotation A power combining mechanism in which the elements are configured to be differentially rotatable with respect to each other, the first rotating element being the first main input shaft or the second main
  • the second rotary element is connected to the power shaft, the second rotary element is connected to the output shaft, the third rotary element is connected to the motor, and the second rotary element is configured to transmit the power transmitted from the first rotary element and the second rotary element.
  • a power is transmitted from a third rotation element, and the power is transmitted to the first output shaft (a fifth invention).
  • the power combining mechanism can combine the power transmitted from the internal combustion engine and the power transmitted from the motor and transmit it to the output shaft, and also transmitted from the internal combustion engine Power can be distributed and regenerative operation can be performed by the motor.
  • a power transmission device of the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and a motor, and is parallel to the internal combustion engine output shaft to which power is input from the internal combustion engine and the internal combustion engine output shaft
  • a first main input shaft arranged and selectively connected by the first main junction device with the internal combustion engine output shaft, and coaxially arranged with the internal combustion engine output shaft, selected by the second main junction device
  • the first sub-input shaft to be disposed and the first sub-input shaft are disposed on the first sub-input shaft through the first synchronization device.
  • a first gear group consisting of a plurality of gears selectively connected to one secondary input shaft, a second secondary input shaft coaxially disposed with the third primary input shaft, and the second secondary input shaft
  • a second gear group comprising a plurality of gears disposed and selectively coupled to the second sub-input shaft via a second synchronizer, coaxially disposed with the first main input shaft, and having a counter shaft
  • a third gear including an output shaft for outputting power to a driven portion via the driven portion, and a plurality of gears fixed to the output shaft and in which the gear of the first gear group and the gear of the second gear group share and mesh
  • a power combining mechanism in which the first rotation element, the second rotation element, and the third rotation element are configured to be differentially rotatable with respect to each other, the first rotation element being the first main input shaft or the second Connected to the main input shaft, the second rotating element is connected to the output shaft, and the third rotating element is the motor
  • the second rotating element is connected, and combines the
  • the power combining mechanism can combine the power transmitted from the internal combustion engine and the power transmitted from the motor and transmit it to the output shaft, and also transmitted from the internal combustion engine Power can be distributed and regenerative operation can be performed by the motor.
  • the power combining mechanism includes, as three single pinion type rotary elements, a sun gear, a ring gear, and a plurality of meshed gears between the sun gear and the ring gear.
  • a planetary gear device coaxially including a carrier rotatably supporting a planetary gear, wherein the first rotation element is the carrier, the second rotation element is the sun gear, and the third rotation element is the carrier It is preferably a ring gear.
  • the power synthesis mechanism can be configured simply, and compactness and cost reduction can be achieved. Furthermore, it also becomes possible to distribute power. In addition, it is possible to improve the transmission efficiency.
  • the required power setting means for setting the required power required for the output shaft, and the required power set by the required power setting means, the internal combustion engine and the electric motor It is preferable to include control means for controlling the operation.
  • the operation of the internal combustion engine and the motor can be suitably controlled by the control means, and the required power required can be output from the output shaft.
  • control means controls the operation of the electric motor such that the internal combustion engine operates within a range from a stall region to a maximum rotation region.
  • the internal combustion engine since the internal combustion engine operates only in the range from the stall region to the maximum rotation region, the internal combustion engine can be suitably used, and the fuel consumption and the life of the internal combustion engine become good.
  • the control means operates the internal combustion engine within a proper operation range of the internal combustion engine, and the internal combustion engine transmits the first rotational element to the second rotational element.
  • the power of the engine and the required power are compared, and when the power of the internal combustion engine does not meet the required power, the electric motor performs a power running operation, and when the power of the internal combustion engine exceeds the required power, the motor It is preferable to control so as to perform regenerative operation.
  • the internal combustion engine since the internal combustion engine operates in the appropriate operating range, the internal combustion engine can be suitably used, and the fuel consumption, the life, and the like of the internal combustion engine become good. Furthermore, since the electric motor performs the power running operation or the regenerative operation depending on whether the difference between the power of the internal combustion engine and the required power is positive or negative, the required power can be always output from the output shaft.
  • control means controls the motor to operate at the rated output or the maximum rotational speed when the motor operates at the rated output or the maximum rotational speed. Is preferred.
  • the motor since the motor is operated at the rated output or less and at the maximum rotational speed or less, the motor can be suitably used, and the life of the motor can be improved.
  • an auxiliary machine is connected to the first main input shaft, and the auxiliary machine can be driven by the driving force of the first main input shaft.
  • the accessory can be driven without providing a drive for the accessory.
  • FIG. 7 is a diagram showing an operation state in a high speed stage of the EV travel mode of the power transmission device 1;
  • FIG. 6 is a diagram showing an operation state in a high speed stage of an engine travel mode of the power transmission device 1.
  • FIG. 7 is a diagram showing an operation state in a high speed stage of a combined running mode of the power transmission device 1;
  • FIG. 7 is a diagram showing an operation state in a low speed stage of an engine travel mode of the power transmission device 1.
  • FIG. 6 is a diagram showing an operating state of the power transmission device 1 in an ultra low speed stage.
  • FIG. 8 schematically shows an entire configuration of a vehicle provided with a power transmission device for hybrid vehicle 41 according to a second embodiment of the present invention.
  • FIG. 7 is a diagram showing an operation state in a high speed stage of the EV travel mode of the power transmission device 41.
  • FIG. 7 is a diagram showing an operation state in a low speed stage of a combined running mode of the power transmission device 41.
  • FIG. 7 is a diagram showing an operation state in a second gear of the engine travel mode of the power transmission device 51.
  • FIG. 7 is a diagram showing an operation state in the second gear of the synthetic traveling mode of the power transmission device 51.
  • FIG. 7 is a diagram showing an operation state of a second speed stage in an engine travel mode of the power transmission device 71.
  • FIG. 7 is a diagram showing an operation state in the second gear of the synthetic traveling mode of the power transmission device 71.
  • FIG. 16 is a diagram showing an operation state in the fifth gear of the synthetic traveling mode of the power transmission device 91.
  • FIG. 16 is a diagram showing an operation state in the second gear of the synthetic traveling mode of the power transmission device 91.
  • FIG. 7 is a diagram showing an operation state in a third gear of the engine travel mode of the power transmission device 91.
  • the power transmission device 1 is mounted on a hybrid vehicle, and includes an engine 2 and an electric motor 3 which are internal combustion engines as power generation sources.
  • the power transmission device 1 transmits the power (driving force) of the engine (internal combustion engine) 2 and / or the electric motor (motor / generator) 3 to the pair of drive wheels (driven parts) 4, 4 which are driven parts. And the drive wheels 4 and 4 can be driven.
  • the power transmission device 1 can transmit the power of the engine 2 and / or the motor 3 not only to the drive wheels 4 and 4 but also to the accessory 5 mounted on the vehicle to drive the accessory 5 Is configured.
  • the auxiliary machine 5 is, for example, a compressor of an air conditioner, a water pump, an oil pump or the like.
  • the engine 2 is an internal combustion engine that generates power (torque) by burning fuel such as gasoline, light oil, alcohol, etc., and has an output shaft (internal combustion engine output shaft) 2a for outputting the generated power to the outside .
  • This engine 2 controls the opening degree of a throttle valve provided in an intake passage (not shown) (controls the intake air amount of the engine 2) as in a normal automobile engine, thereby the engine 2 has an output shaft 2a.
  • the power output through is adjusted.
  • a fuel cell may be used instead of the engine 2.
  • the motor 3 is a three-phase DC brushless motor in the present embodiment, and is fixed to the hollow rotor (rotary member) 3a rotatably supported in its housing (not shown) and the housing around the rotor 3a. And a stator 3b. A plurality of permanent magnets are mounted on the rotor 3a, and coils (armature windings) 3ba for three phases are mounted on the stator 3b.
  • the stator 3b of the motor 3 is fixed to a housing provided at a stationary part stationary with respect to the vehicle body, such as an exterior case of the power transmission device 1.
  • the coil 3 ba of the motor 3 is electrically connected to a battery (secondary battery) 7 as a DC power supply via a power drive unit (hereinafter referred to as PDU) 6 which is a drive circuit including an inverter circuit. . Further, the PDU 6 is electrically connected to an electronic control unit (hereinafter referred to as an ECU) 8.
  • PDU power drive unit
  • ECU electronice control unit
  • the ECU 8 is electrically connected to the engine 2 and the like (not shown) in addition to the PDU 6 and performs operation control of the power transmission 1 including the engine 2.
  • the ECU 8 functions as required power setting means for setting the power required to be transmitted to the drive wheels 4, 4 from the vehicle speed, the number of revolutions of the engine 2, etc., and according to the required power set by the required power setting means. Function as control means for driving the engine 2 and the motor 3.
  • the ECU 8 controls the current flowing to the coil 3 ba through the PDU 6 to adjust the power (torque) output from the rotor 3 a by the motor 3.
  • the electric motor 3 performs a power running operation to generate a power running torque on the rotor 3a by the power supplied from the battery 7, and functions as a motor. That is, the electric power supplied to the stator 3b is converted to motive power and is output to the rotor 3a. Further, by controlling the PDU 6, the electric motor 3 generates electric power by the rotational energy given to the rotor 3a from the outside, performs the regenerative operation of generating the regenerative torque in the rotor 3a while charging the generated energy to the battery 7. Act as a generator. That is, the motive power input to the rotor 3a is converted to electric power by the stator 3b.
  • the ECU 8 is an electronic circuit unit including a CPU, a RAM, a ROM, an interface circuit, and the like, and performs operation control of the power transmission device 1 by executing control processing defined by a program mounted in advance.
  • the operation of the engine 2 is not shown through an actuator for engine control such as an actuator for throttle valve. Not shown, but the operation of the sleeves of the first clutch C1, the second clutch C2, the accessory clutch 31, the first synchronization device S1, the second synchronization device S2 and the reverse synchronization device SR to be described later. And a function to control via a circuit.
  • the power transmission device 1 includes a planetary gear unit 9 as a power combining mechanism for combining the driving force of the engine 2 and the driving force of the motor 3.
  • An output shaft 2a of the engine 2 is connected to a main input shaft (first main input shaft) 11 disposed parallel to the output shaft 2a and to which power from the engine 2 is input via the main clutch CM. .
  • the main input shaft 11 extends from the engine 2 side to the electric motor 3 side.
  • the main input shaft 11 is connected to and disconnected from the output shaft 2 a of the engine 2 by the main clutch CM.
  • the main clutch CM is a clutch mechanism that operates such that the output shaft 2a of the engine 2 is connected to or disconnected from the main input shaft 11 under the control of the ECU 8 (a clutch mechanism that can selectively operate between the connected state and the disconnected state) ).
  • the main clutch CM When the main clutch CM is operated in the connected state, the main input shaft 11 is coupled to the output shaft 2a, and power can be transmitted from the output shaft 2a to the main input shaft 11. Further, when the main clutch CM is operated in the disconnection state, the connection between the main input shaft 11 and the output shaft 2a is disconnected, and the power transmission from the output shaft 2a to the main input shaft 11 is interrupted.
  • Two sub shafts ie, a first sub input shaft 12 and a second sub input shaft 13 are coaxially arranged with respect to the main input shaft 11, respectively.
  • the main input shaft 11 and the first sub-input shaft 12 are connected via a first clutch (first disconnection device) C1 or are transmittable via a planetary gear.
  • the main input shaft 11 and the second auxiliary input shaft 13 are connected via a second clutch (second disconnection device) C2.
  • the engine 2 side portion of the main input shaft 11 and the first auxiliary input shaft 12 are rotatably supported by bearings (not shown).
  • the first clutch C1 is a clutch mechanism that operates to connect or disconnect the main input shaft 11 with the first sub input shaft 12 under the control of the ECU 8.
  • the second clutch C2 is a clutch mechanism that operates to connect or disconnect the main input shaft 11 with the second sub input shaft 13 under the control of the ECU 8.
  • the first clutch C1 when the first clutch C1 is operated in the connection state, the first auxiliary input shaft 12 is connected to the main input shaft 11. In this state, only power transmission from the main input shaft 11 to the first sub input shaft 12 is possible, and power transmission from the main input shaft 11 to the second sub input shaft 13 is interrupted. Further, when the second clutch C2 is operated in the connection state, the second sub input shaft 13 is connected to the main input shaft 11.
  • An output shaft 14 is disposed parallel to the main input shaft 11.
  • the output shaft 14 and the first auxiliary input shaft 12 are coupled via a low speed gear pair (gear pair) 15.
  • the low speed gear pair 15 is configured by meshing between a low speed gear 14 a fixed on the output shaft 14 and a low speed gear 12 a fixed on the first auxiliary input shaft 12.
  • the output shaft 14 and the second auxiliary input shaft 13 are coupled via a high speed gear pair (gear pair) 16.
  • the high speed gear pair 16 is configured by meshing between a high speed gear 14 b fixed on the output shaft 14 and a high speed gear 13 a fixed on the second auxiliary input shaft 13.
  • a gear 14 c as a final gear is fixed on the output shaft 14.
  • Both end portions of the output shaft 14 are rotatably supported by bearings (not shown).
  • the power combining mechanism 9 is provided inside the motor 3. By arranging a part or all of the rotor 3a, the stator 3b and the coil 3ba constituting the motor 3 so as to overlap the power combining mechanism 9 in a direction (circumferential direction) orthogonal to the axial direction of the main input shaft 11. The size of the power transmission device 1 can be reduced, which is preferable.
  • the power combining mechanism 9 is configured by a differential device capable of differentially rotating the first rotation element, the second rotation element, and the third rotation element.
  • the differential gear that constitutes the power combining mechanism 9 is a single pinion type planetary gear device, and as the three rotating elements, a sun gear (first element) 9s and a ring gear (third element) 9r
  • a carrier (second element) 9c rotatably supporting a plurality of planetary gears 9p meshed with the two gears 9r and 9s between the sun gear 9s and the ring gear 9r is coaxially provided.
  • These three rotating elements 9s, 9r, 9c can transmit power between each other as well known, and keep the relationship between their respective rotational speeds (rotational speeds) in a constant collinear relationship. While rotating.
  • the sun gear 9 s is fixed to one end of the main input shaft 11 on the motor 3 side so as to rotate in conjunction with the main input shaft 11, and is connected to the main input shaft 11.
  • the ring gear 9 r is connected to the inside of the rotor 3 a so as to rotate in conjunction with the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the first auxiliary input shaft 12 on the side of the motor 3 so as to rotate in conjunction with the first auxiliary input shaft 12, and is connected to the first auxiliary input shaft 12.
  • the counter shaft 17 is disposed in parallel with the main input shaft 11, and by extension, the output shaft 14.
  • the output shaft 14 and the counter shaft 17 are coupled via the counter gear pair 18.
  • the counter gear pair 18 is configured by meshing between the gear 14 c fixed on the output shaft 14 and the gear 17 a fixed on the counter shaft 17.
  • the counter shaft 17 is connected to the drive wheels 4 via a differential gear unit 19 between the drive wheels 4.
  • the differential gear unit 19 includes a gear case 19a incorporating side gears (not shown) connected to the drive wheels 4 and 4 via axles 20 and 20, respectively, and a gear 19b fixed to the outer periphery of the gear case 19a.
  • a gear 17 b fixed on the counter shaft 17 is engaged with the gear 19 b of the differential gear unit 19.
  • the counter shaft 17 is connected to the drive wheels 4 via the differential gear unit 19 so as to rotate in conjunction with the drive wheels 4.
  • a parking gear 17c engaged with a gear of a parking mechanism (not shown) is also fixed. Note that both end portions of the counter shaft 17 are rotatably supported by bearings (not shown).
  • the input shaft 5 a of the accessory 5 is disposed in parallel to the main input shaft 11.
  • the main input shaft 11 and the input shaft 5 a of the accessory 5 are coupled via a belt mechanism 21.
  • the belt mechanism 21 is configured by connecting a gear 11a fixed on the main input shaft 11 and a gear 5b fixed on the input shaft 5a via a belt 21a.
  • An auxiliary machine clutch 22 is provided on the input shaft 5a of the auxiliary machine 5, and the gear 5b and the input shaft 5a of the auxiliary machine 5 are coaxially coupled via the auxiliary machine clutch 22.
  • the accessory clutch 22 is a clutch that operates to connect or disconnect between the gear 5 b and the input shaft 5 a of the accessory 5 under the control of the ECU 8.
  • the gear 5b and the input shaft 5a of the accessory 5 are coupled via the accessory clutch 22 so as to rotate integrally with each other.
  • the accessory clutch 22 is operated in the disengaged state, the coupling between the gear 5b and the input shaft 5a of the accessory 5 by the accessory clutch 22 is It is released. In this state, power transmission to the main input shaft 11 and the input shaft 5a of the auxiliary machine 5 is interrupted.
  • the pressure storage device can function as an oil pump even if it can not be driven.
  • the power output from the output shaft 2a of the engine 2 is transmitted from the main input shaft 11 to the output shaft 14 via the first auxiliary input shaft 12 and the low speed gear pair 15. Via either the first power transmission path to be transmitted or the second power transmission path to be transmitted from the main input shaft 11 to the output shaft 14 via the second auxiliary input shaft 13 and the high speed gear pair 16 And transmitted to the drive wheels 4 and 4.
  • the power output from the output shaft 2 a of the engine 2 is transmitted to the sun gear 9 s from the main input shaft 11 and / or to the carrier 9 c via the first sub input shaft 12 and input to the power combining mechanism 9 .
  • the power output from the motor 3 is transmitted to the ring gear 9 r and input to the power combining mechanism 9.
  • these input powers are synthesized by the power synthesis mechanism 9, transmitted to the drive wheels 4 and 4 through the output shaft 14, and transmitted from the engine 2 to the output shaft 14 without the power synthesis mechanism 9. Assist the vehicle's power.
  • the ring gear 9r reversely rotates, the motor 3 performs regenerative operation.
  • the operation mode of the power transmission 1 has various operation modes. 2 to 6 visually show the operating state of the power transmission 1 in each of these types of operating modes.
  • the ON state when the operating state of the main clutch CM, the first clutch C1, the second clutch C2, and the auxiliary machine clutch 22 is in the connected state (hereinafter referred to as the ON state), the respective clutches CM, C1 , C2 and C31 are shown by thick lines, and the clutches CM, C1 and C2 and 31 are shown by normal solid lines when in the disengaged state (hereinafter referred to as the OFF state).
  • the OFF state in each type of operation mode, components of the power transmission device 1 that rotate in connection with other components are indicated by thick lines.
  • an engine travel mode in which only the engine 2 travels as a power generation source of the vehicle
  • an EV travel mode in which only the motor 3 travels as a power generation source of the vehicle
  • the engine 2 as main travel modes of the vehicle.
  • There is a combined driving mode in which both the motor 3 and the motor 3 are driven to travel.
  • an assist travel mode in which the power output from the engine 2 and the motor 3 is output to travel is synthesized, and an output of the engine 2 is distributed to the motor 3 so that the motor 3 travels while performing regenerative operation.
  • charging is performed by the battery 7 by the regenerative operation of the motor 3.
  • the electric energy stored in the battery 7 is consumed and the motor 3 outputs power.
  • the ECU 8 sets the required power (required driving force) of the vehicle using a predetermined map or the like from the accelerator operation amount of the vehicle, the vehicle speed, etc., and according to the required power Select a row. Furthermore, the ECU 8 controls the power transmission device 1 in accordance with the selected travel mode, gear position or the like.
  • the ECU 8 requires the power (hereinafter referred to as proper driving power) output from the engine 2 and input to the power combining mechanism 9 when the engine 2 is operated in a proper driving range, for example, a range where fuel consumption is good.
  • a proper driving range for example, a range where fuel consumption is good.
  • the assist travel mode is selected.
  • the ECU 8 controls the shortage with respect to the required power so that power is supplied from the battery 7.
  • the motor 3 is operated at the rated output or the maximum rotational speed to increase the output of the engine 2.
  • the ECU 8 selects the regenerative traveling mode, and charges the battery 7 with the power (energy) of the difference excluding the transmission loss due to the gear or the like. Even when the charge level (SOC) of the battery 7 is small, the ECU 8 selects the regenerative traveling mode to increase the output of the engine 2 in order to accelerate the charging of the battery 7.
  • FIG. 2 shows the operating state of the power transmission 1 at the high speed of the EV travel mode.
  • the ECU 8 sets the main clutch CM and the first clutch C1 to the OFF state, sets the second clutch C2 to the ON state, and sets the electric motor 3 so as to normally rotate the rotor 3a.
  • the carrier 9c that receives the rotational torque from the ring gear 9r tends to be normally rotated.
  • the carrier 9c is connected to the sun gear 9s via the first auxiliary input shaft 12, the first clutch C1, the second clutch C2 and the main input shaft 11, and the sun gear 9s tries to rotate normally.
  • the carrier 9c rotates in the forward direction, and the rotational torque is obtained by the first auxiliary input shaft 12, the low speed gear pair 15, the output shaft 14, the counter gear pair 18, the counter shaft 17, the gear 19b, the differential gear unit 19 and It is transmitted to the drive wheels 4, 4 via the axles 20, 20.
  • the drive wheels 4 rotate in the forward direction of the vehicle solely by the power of the motor 3.
  • the ECU 8 can start the engine 2 by setting the main clutch CM to the ON state.
  • FIG. 3 shows the operating state of the power transmission 1 at the high speed stage in the engine travel mode. After starting the engine 2 in the low speed stage of the EV travel mode, stopping the operation of the motor 3 allows the vehicle to travel at the high speed stage of the engine travel mode. In the high speed stage of the engine travel mode, the ECU 8 sets the main clutch CM and the second clutch C2 to the ON state, and sets the first clutch C1 to the OFF state.
  • the power from the output shaft 2a of the engine 2 is the main clutch CM, the main input shaft 11, the second clutch C2, the second auxiliary input shaft 13, the high speed gear pair 16, the output shaft 14, the counter gear pair 18, It is transmitted to the drive wheels 4, 4 via the counter shaft 17, the gear 17b, the differential gear unit 19, and the axles 20, 20.
  • the sun gear 9s is normally rotated with the main input shaft 11, the carrier 9c and the ring gear 9r receive no power. Therefore, although the sun gear 9s rotates, the carrier 9c and the ring gear 9r do not rotate, so the electric motor 3 does not perform the power running operation or the regenerative operation.
  • the drive wheels 4 rotate in the forward direction of the vehicle in the forward state of the high gear only by the power of the engine 2. Since the main input shaft 11 rotates forward, power is transmitted to the input shaft 5a of the accessory 5 via the belt mechanism 21 and the accessory clutch 22.
  • FIG. 4 shows the operating state of the power transmission 1 in the high speed stage of the synthetic traveling mode.
  • the electric motor 3 By operating the electric motor 3 in a state in which the vehicle is driven at the high speed level in the engine travel mode, the vehicle can be driven at the high speed speed in the combined travel mode.
  • the ECU 8 sets the motor 3 such that the rotor 3a rotates forward.
  • the carrier 9c that receives the rotational torque from the ring gear 9r tends to be normally rotated.
  • the power from the engine 2 and the power from the electric motor 3 are combined by the carrier 9 c and transmitted to the drive wheels 4, 4 via the first auxiliary input shaft 12, the output shaft 14 and the like.
  • the combined power of the engine 2 and the motor 3 is transmitted to the drive wheels 4, 4, and the drive wheels 4, 4 rotate in the forward direction of the vehicle.
  • the change from the high-speed stage of the engine travel mode to the high-speed stage of the composite travel mode is possible only by starting the operation of the motor 3, and the reverse change is also possible by simply stopping the operation of the motor 3. Both can be easily and quickly changed. And it becomes possible to respond, without changing a gear stage according to change of demand motive power. For this reason, it is possible to absorb the fluctuation of the required power by performing the power running operation and the regenerative operation of the motor 3 by appropriately switching the assist traveling mode and the regenerative traveling mode while operating the engine 2 in the appropriate operation region. The fuel consumption of the engine 2 can be reduced.
  • FIG. 5 shows the operating state of the power transmission 1 in the low speed stage of the engine travel mode.
  • the ECU 8 sets the main clutch CM and the first clutch C1 to the ON state, and sets the second clutch C2 to the OFF state.
  • the power from the output shaft 2a of the engine 2 is driven through the main clutch CM, the main input shaft 11, the first clutch C1, the first auxiliary input shaft 12, the low speed gear pair 15, the output shaft 14 etc. It is transmitted to 4,4.
  • the sun gear 9s is normally rotated with the main input shaft 11, the carrier 9c and the ring gear 9r receive no power. Therefore, although the sun gear 9s rotates, the carrier 9c and the ring gear 9r do not rotate, so the electric motor 3 does not perform the power running operation or the regenerative operation. As a result, the drive wheels 4, 4 rotate in the forward direction of the vehicle in the forward state of the low speed stage only by the power of the engine 2. Since the main input shaft 11 rotates forward, power is transmitted to the input shaft 5a of the accessory 5 via the belt mechanism 21 and the accessory clutch 22.
  • FIG. 6 shows the operation state of the power transmission 1 in the state of a lower gear (hereinafter referred to as an ultra low gear) than the low gear.
  • the ECU 8 sets the main clutch CM and the first clutch C1 to the ON state, and sets the second clutch C2 to the OFF state.
  • the power (rotational speed Ne) from the output shaft 2 a of the engine 2 is transmitted to the sun gear 9 s via the main clutch CM and the main input shaft 11.
  • the output shaft 14 is connected to the axles 20 and 20 via the counter shaft 17 etc., when the drive wheels 4 and 4 are stationary, the carrier 9c is rotated by forward rotation of the sun gear 9s due to its frictional resistance.
  • FIG. 7 is a collinear chart, in which the direction of forward rotation is indicated by “+” and the direction of reverse rotation is indicated by “ ⁇ ”.
  • the ECU 8 supplies power from the battery 7 to the stator 3 b of the motor 3 to cause the rotating magnetic field generated by the stator 3 b to rotate in the normal direction.
  • torque acting to cause the rotor 3a to rotate normally is transmitted from the stator 3b, and power acts in the direction to rotate the ring gear 9r normally.
  • the planetary gear 9p is normally rotated by the power for the engine 2 to rotate the sun gear 9s normally and the power for the electric motor 3 to rotate the ring gear 9r normally, and as shown by the alternate long and short dash line in FIG.
  • the carrier 9c rotates forward.
  • the first auxiliary input shaft 12 rotates forward, and the axles 20, 20 rotate forward.
  • the drive wheels 4 rotate in the forward direction of the vehicle in an advanced state of an ultra low speed stage where the power of the engine 2 and the electric motor 3 are combined.
  • the power transmission device 1 can start and travel the vehicle in the super low speed combined travel mode.
  • the carrier 9c resists the frictional resistance while the ring gear 9r is reversely rotated as shown by the dotted line in FIG. Rotates forward.
  • the first auxiliary input shaft 12 rotates forward
  • the axles 20, 20 rotate forward.
  • the motor 2 is in the regenerative driving state
  • the battery 7 is charging.
  • the drive wheels 4 rotate in the forward direction of the vehicle in the forward state of the ultra-low speed stage solely by the power of the engine 2.
  • the power transmission device 1 can start and travel the vehicle in the super low speed regenerative travel mode.
  • the power transmission device 1 can start and travel at an ultra low speed stage in a traveling mode different from the combined traveling mode and the regenerative traveling mode. Therefore, the traveling mode at the time of start can be appropriately used in accordance with the required power, the charge level of the battery 7, and the like.
  • the main input shaft 11 rotates forward with the sun gear 9s, and power is transmitted to the input shaft 5a of the accessory 5 via the belt mechanism 21 and the accessory clutch 22.
  • the power transmission device 41 is similar to the power transmission device 1 and thus only different configurations will be described.
  • a main input shaft (first main input shaft) 42 to which the driving force from the engine 2 is input through the main clutch CM is coupled to the output shaft 2 a of the engine 2.
  • the main input shaft 42 is connected to and disconnected from the output shaft 2 a of the engine 2 by the main clutch CM.
  • the main clutch CM is preferably a dry clutch, but may be a wet clutch.
  • the sub input shaft 43 is coaxially disposed with respect to the main input shaft 42.
  • the main input shaft 42 and the sub input shaft 43 are connected via the synchronization device S.
  • the synchronization device S is provided on the sub input shaft 43, and is configured to be able to switch connection and disconnection between the low speed gear 43a or the high speed gear 43b and the sub input shaft 43.
  • the synchronization device S is a known device such as a synchro clutch, and the low speed gear 43a or the high speed gear 43b is moved by moving the sleeve in the axial direction of the sub input shaft 43 by an actuator and shift fork not shown. Selectively connect with 43. When the sleeve moves to the right in FIG. 8, the low speed gear 43a and the sub input shaft 43 are connected. On the other hand, when the sleeve moves to the left in FIG. 8, the high speed gear 43 b and the sub input shaft 43 are connected.
  • An output shaft 14 is disposed parallel to the main input shaft 42.
  • the output shaft 14 and the sub input shaft 43 are coupled via the low speed gear pair 44.
  • the low speed gear pair 44 is configured by meshing between a low speed gear 14 a fixed on the output shaft 14 and a low speed gear 43 a fixed on the sub input shaft 43.
  • the output shaft 14 and the auxiliary input shaft 43 are coupled via a high speed gear pair 45.
  • the high-speed gear pair 45 is configured by meshing the high-speed gear 14 b fixed on the output shaft 14 and the high-speed gear 43 b fixed on the sub input shaft 43.
  • the low speed gear 43a and the high speed gear 14b correspond to a first gear group in the present invention
  • the low speed gear 14a and the high speed gear 14 correspond to a second gear group in the present invention.
  • the power combining mechanism 9 of the power transmission device 41 is a single pinion type planetary gear device, and both the sun gear 9s, the ring gear 9r, and the sun gear 9s and the ring gear 9r
  • a carrier 9c coaxially supports a plurality of planetary gears 9p meshed with 9r and 9s rotatably.
  • the sun gear 9 s is fixed to one end of the main input shaft 42 on the electric motor 3 side so as to rotate in conjunction with the main input shaft 42, and is connected to the main input shaft 42.
  • the ring gear 9 r is connected to the inside of the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the sub input shaft 43 on the motor 3 side, and is connected to the sub input shaft 43.
  • the belt mechanism 21 is configured by connecting a gear 42a fixed on the main input shaft 42 and a gear 5b fixed on the input shaft 5a via a belt 21a.
  • the power output from the output shaft 2 a of the engine 2 is the first power transmitted from the main input shaft 42 to the output shaft 14 via the low speed gear pair 44. It is transmitted to the drive wheels 4, 4 via either the transmission path or the second power transmission path transmitted from the main input shaft 42 to the output shaft 14 via the high speed gear pair 45.
  • the power output from the output shaft 2 a of the engine 2 is transmitted to the sun gear 9 s from the main input shaft 42 and / or to the carrier 9 c via the sub input shaft 43 and is input to the power combining mechanism 9.
  • the power output from the motor 3 is transmitted to the ring gear 9 r and input to the power combining mechanism 9.
  • these input powers are synthesized by the power synthesis mechanism 9, transmitted to the drive wheels 4 and 4 through the output shaft 14, and transmitted from the engine 2 to the output shaft 14 without the power synthesis mechanism 9.
  • the operation of the power transmission device 41 of the present embodiment will be described.
  • the operation of the power transmission device 41 is the same as that of the power transmission device 1, so only a part of it will be described.
  • FIG. 9 shows the operating state of the power transmission device 41 in the high speed stage of the EV travel mode.
  • the ECU 8 sets the main clutch CM in the OFF state, sets the synchronization device S in the high speed stage establishment state, and sets the motor 3 in the forward rotation of the rotor 3a.
  • the carrier 9c receiving rotational torque from the ring gear 9r tries to rotate normally.
  • the carrier 9c is connected to the sun gear 9s via the sub input shaft 43, the low speed gear pair 44, the output shaft 14, the high speed gear pair 45, and the main input shaft 42, and this sun gear 9s is rotated forward.
  • the carrier 9c rotates forward, and the rotational torque is transmitted to the drive wheels 4, 4 via the auxiliary input shaft 43, the low speed gear pair 44, the output shaft 14 and the like.
  • the drive wheels 4 rotate in the forward direction of the vehicle solely by the power of the motor 3.
  • the output shaft 2a of the engine 2 is disconnected from the main input shaft 11, power is not transmitted from the motor 3 to the output shaft 2a of the engine 2 in the EV travel mode. There is no drag.
  • the ECU 8 can start the engine 2 by setting the main clutch CM to the ON state.
  • FIG. 10 shows the operating state of the power transmission 1 in the low speed stage of the synthetic traveling mode.
  • the ECU 8 sets the main clutch CM in the ON state, sets the synchronous device S in the high speed stage establishment state, and sets the electric motor 3 in the forward rotation of the rotor 3a.
  • the power from the output shaft 2a of the engine 2 is transmitted to the drive wheels 4, 4 via the main clutch CM, the main input shaft 42, the low speed gear pair 43, the output shaft 14, and the like.
  • the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated.
  • the power from the engine 2 and the power from the electric motor 3 are synthesized by the carrier 9 c and transmitted to the drive wheels 4, 4 via the auxiliary input shaft 43, the low speed gear pair 43, the output shaft 14 and the like.
  • the combined power of the engine 2 and the motor 3 is transmitted to the drive wheels 4, 4, and the drive wheels 4, 4 rotate in the forward direction of the vehicle.
  • the change from the high-speed stage of the engine travel mode to the high-speed stage of the composite travel mode is possible only by starting the operation of the motor 3, and the reverse change is also possible by simply stopping the operation of the motor 3. Both can be easily and quickly changed. And it becomes possible to respond, without changing a gear stage according to change of demand motive power. Therefore, it is possible to absorb the fluctuation of the required power by performing the power running operation and the regenerative operation of the motor 3 by appropriately switching the assist travel mode and the regenerative travel mode while operating the engine 2 in the appropriate operation region. Fuel consumption in the engine 2 can be suppressed.
  • FIGS. 11 to 13 A power transmission system 51 for a hybrid vehicle according to a third embodiment of the present invention will be described with reference to FIGS. 11 to 13. 11 to 13, the counter shaft 17, the differential gear unit 19, the axles 20 and 20, and the drive wheels 4 and 4 are omitted.
  • the configuration of the power transmission device 51 of the present embodiment will be described with reference to FIG. Since the power transmission device 51 is similar to the power transmission device 1, only different configurations will be described.
  • a first main input shaft 52 to which power from the engine 2 is input via the main clutch CM is coupled to the output shaft 2 a of the engine 2.
  • the first main input shaft 52 is connected to and disconnected from the output shaft 2 a of the engine 2 by the main clutch CM.
  • first sub input shaft 12 and a second sub input shaft 13 are coaxially arranged with respect to the first main input shaft 52, respectively.
  • the first main input shaft 52 and the first sub input shaft 12 are connected via a first clutch C1.
  • the first main input shaft 52 and the second sub input shaft 13 are connected via a second clutch C2.
  • the output shaft 14 is disposed in parallel to the first main input shaft 52.
  • the output shaft 14 and the first auxiliary input shaft 12 are coupled via a third gear pair (a low gear pair) 15.
  • the output shaft 14 and the second auxiliary input shaft 13 are coupled via a fifth gear pair (high gear pair) 16.
  • An input transmission shaft 53 is disposed parallel to the first main input shaft 52.
  • the first main input shaft 52 and the input transmission shaft 53 are coupled via a gear pair 54.
  • the gear pair 54 is configured by meshing between a gear 52 a fixed on the first main input shaft 52 and a gear 53 a fixed on the input transmission shaft 53.
  • a second main input shaft 55 is disposed parallel to the input transmission shaft 53 and hence to the first main input shaft 52.
  • the second main input shaft 55 and the input transmission shaft 53 are coupled via the gear pair 56.
  • the gear pair 56 is configured by meshing between a gear 55 a fixed on the second main input shaft 55 and the gear 53 a fixed on the input transmission shaft 53.
  • Two sub shafts ie, a third sub input shaft 57 and a fourth sub input shaft 58, are coaxially arranged with respect to the second main input shaft 55, respectively.
  • the second main input shaft 55 and the third sub input shaft 57 are connected via a third clutch (third disconnection device) C3.
  • the second main input shaft 55 and the fourth sub-input shaft 58 are connected via a fourth clutch (fourth disconnection device) C4.
  • the output shaft 14 and the third auxiliary input shaft 57 are coupled via a second gear pair (low gear pair) (gear pair) 59.
  • the second gear pair 59 is formed by meshing between the low speed gear 14 a fixed on the output shaft 14 and the second gear 57 a fixed on the third auxiliary input shaft 57.
  • the output shaft 14 and the fourth auxiliary input shaft 58 are coupled via a fourth gear pair (high gear pair) (gear pair) 60.
  • the fourth gear pair 60 is formed by meshing the high speed gear 14 b fixed on the output shaft 14 and the fourth gear 58 a fixed on the fourth auxiliary input shaft 58.
  • the power combining mechanism 9 of the power transmission device 51 is a single pinion type planetary gear device, and both the sun gear 9s, the ring gear 9r, and the sun gear 9s and the ring gear 9r
  • a carrier 9c coaxially supports a plurality of planetary gears 9p meshed with 9r and 9s rotatably.
  • the sun gear 9s is fixed to one end of the first main input shaft 52 on the electric motor 3 side so as to rotate in conjunction with the first main input shaft 52, and is connected to the first main input shaft 52.
  • the ring gear 9 r is connected to the inside of the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the first auxiliary input shaft 12 on the electric motor 3 side, and is connected to the first auxiliary input shaft 12.
  • the belt mechanism 21 is configured by connecting a gear 52b fixed on the first main input shaft 52 and a gear 5b fixed on the input shaft 5a via a belt 21a.
  • the power output from the output shaft 2 a of the engine 2 is transmitted from the first main input shaft 52 to the output shaft 14 via the third gear pair 15.
  • a second power transmission path transmitted from the first main input shaft 52 to the output shaft 14 via the fifth gear pair 16 a gear pair 54 from the first main input shaft 52, an input A third power transmission path transmitted to the output shaft 14 via the transmission shaft 53, the gear pair 56, the second main input shaft 55, and the second gear gear pair 59, and the gear pair 54 from the first main input shaft 52, Drive wheel 4 via any of the fourth power transmission path transmitted to output shaft 14 via input transmission shaft 53, gear pair 56, second main input shaft 55, and fourth speed gear pair 60. , 4 (not shown in FIG. 11).
  • the power output from the output shaft 2 a of the engine 2 is transmitted from the first main input shaft 52 to the sun gear 9 s or / and to the carrier 9 c via the first sub input shaft 12 and is input to the power combining mechanism 9 Be done.
  • the power output from the motor 3 is transmitted to the ring gear 9 r and input to the power combining mechanism 9. Then, these input powers are synthesized by the power synthesis mechanism 9, transmitted to the drive wheels 4 and 4 through the output shaft 14, and transmitted from the engine 2 to the output shaft 14 without the power synthesis mechanism 9. Support the power of When the ring gear 9r reversely rotates, the motor 3 performs regenerative operation.
  • the operation of the power transmission device 51 of the present embodiment will be described.
  • the operation of the power transmission device 51 is the same as that of the power transmission device 1, so only a part of it will be described.
  • FIG. 12 shows the operating state of the power transmission device 51 in the second gear of the engine travel mode.
  • the ECU 8 sets the main clutch CM and the third clutch C3 to the ON state, and sets the first clutch C1, the second clutch C2 and the fourth clutch C4 to the OFF state.
  • the power from the output shaft 2a of the engine 2 is the main clutch CM, the first main input shaft 52, the gear pair 54, the input transmission shaft 53, the gear pair 56, the second main input shaft 55, and the second gear gear pair It is transmitted to the output shaft 14 via 59.
  • the sun gear 9s rotates forward with the first main input shaft 52, but the carrier 9c and the ring gear 9r receive no power. Therefore, although the planetary gear 9p rotates, the carrier 9c and the ring gear 9r do not rotate, so the electric motor 3 does not perform power running operation or regenerative operation. As a result, the vehicle moves forward in the second gear only by the power of the engine 2. Since the first main input shaft 52 normally rotates, power is transmitted to the input shaft 5 a of the accessory 5 via the belt mechanism 21 and the accessory clutch 22.
  • FIG. 13 shows the operating state of the power transmission device 51 in the second gear of the synthetic traveling mode.
  • the ECU 8 turns on the main clutch CM, the first clutch C1 and the third clutch C3, turns the second clutch C2 and the fourth clutch off, and causes the motor 3a to be positive. Set to roll.
  • the motive power from the output shaft 2a of the engine 2 is transmitted to the output shaft 14 via the same power path as the second gear of the engine travel mode.
  • the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated.
  • the power from the engine 2 and the power from the electric motor 3 are combined by the carrier 9 c and transmitted to the output shaft 14 via the first auxiliary input shaft 12 and the third gear pair 15.
  • the combined power of the engine 2 and the motor 3 is transmitted to the output shaft 14 to move the vehicle forward.
  • the change from the second gear of the engine drive mode to the second gear of the composite drive mode is possible only by starting the operation of the motor 3, and the change to the reverse is also possible only by stopping the operation of the motor 3. Both can be easily and quickly changed. And it becomes possible to respond, without changing a gear stage according to change of demand motive power. Therefore, it is possible to absorb the fluctuation of the required power by performing the power running operation and the regenerative operation of the motor 3 by appropriately switching the assist travel mode and the regenerative travel mode while operating the engine 2 in the appropriate operation region. Fuel consumption in the engine 2 can be suppressed.
  • a power transmission system 61 for a hybrid vehicle according to a fourth embodiment of the present invention will be described with reference to FIG. Since the power transmission device 61 is similar to the power transmission device 41, only different configurations will be described. 11 to 13, the counter shaft 17, the differential gear unit 19, the axles 20 and 20, and the drive wheels 4 and 4 are omitted.
  • a first main input shaft 62 to which a driving force from the engine 2 is input through the main clutch CM is coupled to the output shaft 2 a of the engine 2.
  • the first main input shaft 62 is connected to and disconnected from the output shaft 2 a of the engine 2 by the main clutch CM.
  • the main clutch CM is preferably a dry clutch, but may be a wet clutch.
  • a first counter shaft (a counter shaft) 43 is coaxially disposed with respect to the first main input shaft 62.
  • the first main input shaft 62 and the first sub input shaft 43 are coupled to each other via a first synchronization device (synchronization device) S.
  • the first synchronizing device S is provided on the first auxiliary input shaft 43, and can switch connection / disconnection between the third gear (low speed gear) 43a or the fifth gear (high speed gear) 43b and the first auxiliary input shaft 43. It is configured.
  • An input transmission shaft 63 is disposed in parallel to the first main input shaft 62.
  • the first main input shaft 62 and the input transmission shaft 63 are coupled via a gear pair 64.
  • the gear pair 64 is configured by meshing between a gear 62 a fixed on the first main input shaft 62 and a gear 63 a fixed on the input transmission shaft 63.
  • a second main input shaft 65 is disposed parallel to the input transmission shaft 63 and hence to the second main input shaft 62.
  • the second main input shaft 65 and the input transmission shaft 63 are coupled via a gear pair 66.
  • the gear pair 66 is configured by meshing between a gear 65 a fixed on the second main input shaft 65 and the gear 63 a fixed on the input transmission shaft 63.
  • a third countershaft 67 is coaxially arranged with respect to the second main input shaft 65.
  • the second main input shaft 65 and the third counter shaft 67 are coupled via the second synchronization device S2.
  • the second synchronization device S2 is provided on the third countershaft 67, and is configured to be able to switch connection / disconnection between the second gear (low speed gear) 67a or the fourth gear (high speed gear) 67b and the third countershaft 67. ing.
  • the output shaft 14 and the first main input shaft 65 are coupled via a two-speed gear pair (low-speed gear pair) 68.
  • the second gear pair 68 is formed by meshing of a low speed gear 14 a fixed on the output shaft 14 and a second gear 67 a fixed on the third counter shaft 67.
  • the output shaft 14 and the third countershaft 67 are coupled via a fourth speed gear pair (high speed gear pair) 69.
  • the fourth speed gear pair 45 is configured by meshing between the high speed gear 14 b fixed on the output shaft 14 and the fourth speed gear 67 b fixed on the third counter shaft 67.
  • the second gear 67a and the fourth gear 67b correspond to a third gear group in the present invention.
  • the power combining mechanism 9 of the power transmission device 61 is a single pinion type planetary gear device, and both the sun gear 9s, the ring gear 9r, and the sun gear 9s and the ring gear 9r
  • a carrier 9c coaxially supports a plurality of planetary gears 9p meshed with 9r and 9s rotatably.
  • the sun gear 9s is fixed to one end of the first main input shaft 62 on the electric motor 3 side so as to rotate in conjunction with the first main input shaft 62, and is connected to the first main input shaft 62.
  • the ring gear 9 r is connected to the inside of the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the first auxiliary input shaft 43 on the electric motor 3 side, and is connected to the first auxiliary input shaft 43.
  • the belt mechanism 21 is configured by connecting a gear 62b fixed on the first main input shaft 62 and a gear 5b fixed on the input shaft 5a via a belt 21a.
  • the power output from the output shaft 2 a of the engine 2 is transmitted from the first main input shaft 62 to the output shaft 14 via the third gear pair 44.
  • the power output from the output shaft 2 a of the engine 2 is transmitted from the first main input shaft 62 to the sun gear 9 s or / and to the carrier 9 c via the first sub input shaft 43 and is input to the power combining mechanism 9 Be done.
  • the power output from the motor 3 is transmitted to the ring gear 9 r and input to the power combining mechanism 9.
  • these input powers are synthesized by the power synthesis mechanism 9, transmitted to the drive wheels 4 and 4 through the output shaft 14, and transmitted from the engine 2 to the output shaft 14 without the power synthesis mechanism 9. Support the power of When the ring gear 9r reversely rotates, the motor 3 performs regenerative operation.
  • the operation of the power transmission device 61 of the present embodiment is the same as the operation mode of the power transmission device 51, so the description thereof will be omitted.
  • FIGS. 15 to 17 the counter shaft 17, the differential gear unit 19, the axles 20 and 20, and the drive wheels 4 and 4 are omitted.
  • a power transmission device 71 of the present embodiment will be described with reference to FIG. Since the power transmission device 71 is similar to the power transmission device 51, only different configurations will be described.
  • a power from the engine 2 is input to the output shaft 2a of the engine 2 through the first main clutch CM1, and a first main input shaft 72 disposed parallel to the output shaft 2a of the engine 2 is connected.
  • the first main input shaft 72 is connected to and disconnected from the output shaft 2a of the engine 2 by the first main clutch CM1.
  • a second main input shaft 73 is disposed coaxially with the first main input shaft 72.
  • the second main input shaft 73 is connected to and disconnected from the output shaft 2a of the engine 2 by the second main clutch CM2.
  • first main input shaft 72 two sub shafts, ie, the first sub input shaft 12 and the second sub input shaft 13, are coaxially arranged.
  • the first main input shaft 72 and the first sub input shaft 12 are connected via a first clutch C1 (first disconnection device). Further, the first main input shaft 72 and the second sub input shaft 13 are connected via a second clutch C2 (second disconnection device).
  • An intermediate shaft 74 is disposed parallel to the first main input shaft 72.
  • the intermediate shaft 74 and the first auxiliary input shaft 12 are coupled via a third gear pair 75.
  • the third gear pair 75 is configured by meshing between a third gear 74 a fixed on the intermediate shaft 74 and a third gear 12 a fixed on the first auxiliary input shaft 12.
  • the intermediate shaft 74 and the second auxiliary input shaft 13 are coupled via a fifth gear pair (gear pair) 76.
  • the fifth gear pair 76 is configured by meshing engagement of a fifth gear 74 b fixed on the intermediate shaft 74 and a third gear 13 a fixed on the second auxiliary input shaft 13.
  • a third main input shaft 77 is disposed parallel to the second main input shaft 73 and thus to the first main input shaft 72.
  • Two sub shafts, ie, a third sub input shaft 78 and a fourth sub input shaft 79 are coaxially arranged with respect to the third main input shaft 77, respectively.
  • the third main input shaft 77 and the third sub input shaft 78 are connected via a third clutch (third disconnection device) C3.
  • the first sub input shaft 77 and the fourth sub input shaft 79 are connected via a fourth clutch (fourth connection / disconnection device) C4.
  • the second main input shaft 73 and the third auxiliary input shaft 78 are coupled via a second gear pair (gear pair) 80.
  • the second gear pair 80 is formed by meshing between a second gear 73 a fixed on the second main input shaft 73 and a second gear 78 a fixed on the third auxiliary input shaft 78.
  • the second main input shaft 73 and the fourth sub input shaft 79 are coupled via a fourth gear pair (gear pair) 81.
  • the fourth gear pair 81 is formed by meshing engagement of a fourth gear 73 b fixed on the second main input shaft 73 and a fourth gear 79 a fixed on the fourth sub input shaft 79.
  • An output shaft 82 is disposed in parallel to the first main input shaft 72 and on the opposite side of the first main input shaft 72 and the motor 3.
  • the output shaft 82 and the intermediate shaft 74 are coupled via a gear pair 83.
  • the gear pair 83 is configured by meshing between a gear 82 a fixed on the output shaft 82 and a gear 74 c fixed on the intermediate shaft 74.
  • the output shaft 82 and the third main input shaft 77 are coupled via a gear pair 84.
  • the gear pair 84 is configured by meshing between the gear 82a fixed on the output shaft 82 and the gear 77a fixed on the third main input shaft 77. Both ends of the output shaft 82 are rotatably supported by bearings (not shown).
  • a counter shaft 17 (see FIG. 1), which is not shown in FIG. 15, is disposed in parallel to the first main input shaft 72 and thus the output shaft 82.
  • the output shaft 82 and the counter shaft 17 are coupled via a counter gear mechanism.
  • the counter gear mechanism is configured such that a gear 82 b as a final gear fixed on the output shaft 82 meshes with a gear 17 a fixed on the counter shaft 17.
  • the power combining mechanism 9 of the power transmission device 71 is a single pinion type planetary gear device, and both the sun gear 9s, the ring gear 9r, and the sun gear 9s and the ring gear 9r
  • a carrier 9c coaxially supports a plurality of planetary gears 9p meshed with 9r and 9s rotatably.
  • the sun gear 9s is fixed to one end of the first main input shaft 72 on the side of the motor 3 so as to rotate in conjunction with the first main input shaft 72, and is connected to the first main input shaft 72.
  • the ring gear 9 r is connected to the inside of the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the first auxiliary input shaft 12 on the electric motor 3 side, and is connected to the first auxiliary input shaft 12.
  • the third main input shaft 77 and the input shaft 5 a of the auxiliary device 5 are coupled via the belt mechanism 21.
  • the belt mechanism 21 is configured by connecting a gear 77 b fixed on the third main input shaft 77 and a gear 5 b fixed on the input shaft 5 a via a belt 21 a.
  • the operation of the power transmission device 71 of the present embodiment will be described.
  • the operation of the power transmission device 71 is the same as that of the power transmission device 51, so only part of it will be described.
  • FIG. 16 shows the operating state of the power transmission 71 in the second gear of the engine travel mode.
  • the ECU 8 turns on the second main clutch CM2 and the third clutch C3, and turns off the first main clutch CM1, the first clutch C1, the second clutch C2 and the fourth clutch C4.
  • the power from the output shaft 2a of the engine 2 is output through the second main clutch CM2, the second main input shaft 73, the second gear pair 80, the third main input shaft 77, and the gear pair 84.
  • FIG. 17 shows the operating state of the power transmission device 71 in the second gear of the synthetic traveling mode.
  • the ECU 8 turns on the second main clutch CM2, the first clutch C1 and the third clutch C3, turns off the first main clutch CM1, the second clutch C2 and the fourth clutch.
  • the motor 3 is set so that the rotor 3a rotates forward. Thereby, the motive power from the output shaft 2a of the engine 2 is transmitted to the output shaft 82 via the same power path as the second gear of the engine travel mode. Further, when the ring gear 9r is normally rotated with the rotor 3a, the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated.
  • the power from the engine 2 and the power from the electric motor 3 are combined by the carrier 9c and transmitted to the output shaft 82 via the first auxiliary input shaft 12, the third gear pair 75, the intermediate shaft 74 and the gear pair 83. Ru.
  • the combined power of the engine 2 and the motor 3 is transmitted to the output shaft 82 to move the vehicle forward.
  • the change from the second gear of the engine drive mode to the second gear of the composite drive mode is possible only by starting the operation of the motor 3, and the change to the reverse is also possible only by stopping the operation of the motor 3. Both can be easily and quickly changed. And it becomes possible to respond, without changing a gear stage according to change of demand motive power. Therefore, it is possible to absorb the fluctuation of the required power by performing the power running operation and the regenerative operation of the motor 3 by appropriately switching the assist travel mode and the regenerative travel mode while operating the engine 2 in the appropriate operation region. Fuel consumption in the engine 2 can be suppressed.
  • the power transmission device 71A of this embodiment is similar to the power transmission device 71.
  • the power transmission device 71A is one that has been replaced with respect to the power transmission device 71.
  • operation of power transmission 71A is the same as operation of power transmission 71, the explanation is omitted.
  • a power transmission system 91 for a hybrid vehicle according to a seventh embodiment of the present invention will be described with reference to FIGS. 19 to 22. 19-22, the differential gear unit 19, the axles 20 and 20, the drive wheels 4, 4, the accessory 5, the belt mechanism 21 and the accessory clutch 22 are omitted.
  • a power transmission device 91 of the present embodiment will be described with reference to FIG. Since the power transmission device 91 is similar to the power transmission device 51, only different configurations will be described.
  • the driving force from the engine 2 is input to the output shaft 2a of the engine 2 through the first main clutch CM1, and a first main input shaft 92 disposed parallel to the output shaft 2a of the engine 2 is connected .
  • the first main input shaft 92 is connected to and disconnected from the output shaft 2a of the engine 2 by the first main clutch CM1.
  • a second main input shaft 93 is disposed coaxially with the first main input shaft 92.
  • the second main input shaft 93 is connected to and disconnected from the output shaft 2a of the engine 2 by the second main clutch CM2.
  • Two secondary shafts that is, a third main input shaft 94 and a fourth main input shaft 95 are disposed in parallel to the first main input shaft 92 and the second main input shaft 93, respectively.
  • the first main input shaft 92 and the third main input shaft 94 are coupled via a reduction gear pair 96.
  • the reduction gear pair 96 is configured by meshing between a gear 92 a fixed on the first main input shaft 92 and a gear 94 a fixed on the third main input shaft 94.
  • the second main input shaft 93 and the fourth main input shaft 95 are coupled via a speed increasing gear pair 97.
  • the speed increasing gear pair 97 is configured by meshing between a gear 93 a fixed on the second main input shaft 93 and a gear 95 a fixed on the fourth main input shaft 95. Both ends of the third main input shaft 94 and the fourth main input shaft 95 are rotatably supported by bearings (not shown).
  • Two sub shafts ie, a first sub input shaft 98 and a second sub input shaft 99, are coaxially arranged with respect to the third main input shaft 94, respectively.
  • the third main input shaft 94 and the first sub input shaft 98 are coupled via a first clutch (first disconnection device) C1.
  • the third main input shaft 94 and the second sub-input shaft 99 are coupled via a second clutch (second disconnection device) C2.
  • Two sub-shafts, ie, a third sub-input shaft 101 and a fourth sub-input shaft 102, are coaxially arranged with respect to the fourth main input shaft 95, respectively.
  • the fourth main input shaft 95 and the third sub input shaft 101 are coupled to each other via a third clutch (third disconnection device) C3.
  • the twenty-first countershaft 95 and the fourth sub-input shaft 102 are coupled to each other via a fourth clutch (fourth connection / disconnection device) C4.
  • An output shaft 103 is disposed coaxially with the first main input shaft 92.
  • the output shaft 103 and the first auxiliary input shaft 94 are coupled via a second gear pair (gear pair) 104 and a fourth gear pair (gear pair) 105.
  • the second gear pair 104 is configured by meshing between a first gear 103 a as a final gear fixed on the output shaft 103 and a gear 98 a fixed on the first auxiliary input shaft 98.
  • the fourth gear pair 105 is configured by meshing between a second gear 103 b fixed on the output shaft 103 and a gear 99 a fixed on the second auxiliary input shaft 99.
  • the output shaft 103 and the second auxiliary input shaft 95 are coupled via a third gear pair 106 and a fourth gear pair (gear pair) 107.
  • the third gear pair 106 is configured by meshing between the first gear 103 a fixed on the output shaft 103 and the gear 101 a fixed on the third auxiliary input shaft 101.
  • the fourth gear pair 105 is configured by meshing between the second gear 103 b fixed on the output shaft 103 and the gear 102 a fixed on the fourth auxiliary input shaft 102.
  • the power combining mechanism 9 of the power transmission device 91 is a single pinion type planetary gear device and both the sun gear 9s, the ring gear 9r, and the sun gear 9s and the ring gear 9r
  • a carrier 9c coaxially supports a plurality of planetary gears 9p meshed with 9r and 9s rotatably.
  • the sun gear 9 s is fixed to one end of the first main input shaft 92 on the motor 3 side so as to rotate in conjunction with the first main input shaft 92, and is connected to the first main input shaft 92.
  • the ring gear 9 r is connected to the inside of the rotor 3 a of the motor 3.
  • the carrier 9 c is fixed to one end of the output shaft 103 on the motor 3 side, and is connected to the output shaft 103.
  • the operation of the power transmission device 91 of the present embodiment will be described.
  • the operation of the power transmission device 91 is the same as that of the power transmission device 51, so only part of it will be described.
  • FIG. 20 shows the operating state of the power transmission device 91 in the fifth gear of the synthetic traveling mode.
  • the ECU 8 turns on the second main clutch CM2 and the fourth clutch C3, and turns off the first main clutch CM1, the first clutch C1, the second clutch C2 and the third clutch C3.
  • the motor 3 is set so that the rotor 3a rotates forward.
  • the power from the output shaft 2a of the engine 2 includes the second main clutch CM2, the second main input shaft 93, the speed increasing gear pair 97, the second intermediate shaft 95, the fifth gear gear pair 107, and the output shaft 103. It is transmitted to the counter shaft 17 via the same.
  • the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated. Therefore, the power from the engine 2 and the power from the motor 3 are combined by the carrier 9 c and transmitted to the counter shaft 17 via the output shaft 103. Thus, the combined power of the engine 2 and the motor 3 is transmitted to the output shaft 103, and the vehicle advances.
  • the required power does not satisfy the appropriate driving power or the like, it is also possible to reverse the ring gear 3r to cause the motor 3 to perform the regenerative operation and to run the vehicle in the high-speed regenerative travel mode.
  • FIG. 21 shows the operating state of the power transmission device 91 in the second gear of the synthetic traveling mode.
  • the ECU 8 turns on the first main clutch CM1 and the first clutch C1, and turns off the second main clutch CM2, the second clutch C2, the third clutch C3 and the fourth clutch C4.
  • the motor 3 is set so that the rotor 3a rotates forward.
  • the power from the output shaft 2 a of the engine 2 is transmitted through the first main clutch CM 1, the first main input shaft 92, the reduction gear pair 96, the first intermediate shaft 94, the second gear pair 104 and the output shaft 103. Is transmitted to the counter shaft 17.
  • the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated. Therefore, the power from the engine 2 and the power from the motor 3 are combined by the carrier 9 c and transmitted to the counter shaft 17 via the output shaft 103. Thus, the combined power of the engine 2 and the motor 3 is transmitted to the output shaft 103, and the vehicle advances.
  • the required power does not satisfy the appropriate driving power or the like, it is also possible to reverse the ring gear 3r to cause the motor 3 to perform the regenerative operation and to run the vehicle in the high-speed regenerative travel mode.
  • FIG. 22 shows the operating state of the power transmission device 71 in the third gear of the engine travel mode.
  • the ECU 8 turns on the second main clutch CM2 and the third clutch C3, and turns off the first main clutch CM1, the first clutch C1, the second clutch C2 and the fourth clutch C4.
  • the power from the output shaft 2a of the engine 2 is the second main clutch CM2, the second main input shaft 93, the speed increasing gear pair 97, the second intermediate shaft 95, the third gear pair 106, and the output shaft 103. It is transmitted to the counter shaft 17 via the same.
  • the carrier 9c receiving the rotational torque from the ring gear 9r tends to be normally rotated. Therefore, the power from the engine 2 and the power from the motor 3 are combined by the carrier 9 c and transmitted to the counter shaft 17 via the output shaft 103. Thus, the combined power of the engine 2 and the motor 3 is transmitted to the output shaft 103, and the vehicle advances.
  • the required power does not satisfy the appropriate driving power or the like, it is also possible to reverse the ring gear 3r to cause the motor 3 to perform the regenerative operation and to run the vehicle in the high-speed regenerative travel mode.
  • the power transmission device which concerns on this invention is not limited to what was mentioned above.
  • the case where the first main input shafts 52, 62, 72, 92 are connected to the sun gear 9s has been described.
  • the second main input shafts 55, 65, 73, 93 may be connected to the sun gear 9s.
  • the gears 12a and 13c for the low speed gear are disposed on the first auxiliary input shaft 12, and the gears 13a and 14c for the high speed gear are disposed on the second auxiliary input shaft 13, respectively.
  • the gear for the high speed gear may be arranged on the first auxiliary input shaft 12, and the gear for the low speed gear may be arranged on the second auxiliary input shaft 13.
  • the first sub input shaft 12 and the second sub input shaft 13 have gears 12a and 13a for odd-numbered stages
  • the third sub input shafts 57 and 78, and the fourth sub-input shafts 58 and 79 have gears 57 for even-numbered stages.
  • 58a, 78a, 79a are arranged, respectively.
  • the gears for the even gear are arranged on the first auxiliary input shaft 12 and the second auxiliary input shaft 13
  • the gears for the odd gear are arranged on the third auxiliary input shaft 57 and 78 and the fourth auxiliary input shaft 58 and 79, respectively. May be
  • the power combining mechanism 9 has been described as being configured by a planetary gear device, but a differential device other than the planetary gear device may be used. Also, connect the main input shaft 11, 42, the first main input shaft 52, 62, 72, 92 to the sun gear 9s, the output shaft 14, 82, 103 to the carrier 9c, and the rotor 3a of the motor 3 to the ring gear 9r. The case was explained. However, these connections are not limited to these, and the connections may be changed. Although the connection is made, for example, the output shaft 2a of the engine 2 may be connected to the sun gear 9s, and the rotor 3a of the motor 3 may be connected to the ring gear 9r. Also, a double pinion type planetary gear device or an electromagnetic clutch type differential device may be used as the power combining mechanism 9.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention porte sur un dispositif de transmission de puissance qui est pourvu : d'un arbre d'entrée principal (11) relié à un arbre de sortie moteur (2a) par un embrayage principal (CM) ; de sous-arbres d'entrée (12, 13) reliés sélectivement à l'arbre d'entrée principal (11) par des embrayages (C1, C2) ; d'un arbre de sortie (14) relié aux sous-arbres d'entrée (12, 13) par l'intermédiaire d'une paire d'engrenages (15, 16), respectivement, et d'un mécanisme de combinaison de puissance (9) configuré de telle sorte qu'un planétaire (9s) relié à l'arbre d'entrée principal (11), qu'une couronne (9r) reliée à un moteur électrique (3), et qu'un support (9c) relié au premier sous-arbre d'entrée (12), peuvent tourner de manière différentielle l'un par rapport à l'autre et transmettre une puissance combinée à l'arbre de sortie (14). La puissance du moteur et la puissance du moteur électrique peuvent être combinées avec un rendement élevé.
PCT/JP2009/007293 2009-02-09 2009-12-25 Dispositif de transmission de puissance WO2010089841A1 (fr)

Priority Applications (1)

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CN200980156154.7A CN102307744B (zh) 2009-02-09 2009-12-25 动力传递装置

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Application Number Priority Date Filing Date Title
JP2009027090A JP4610654B2 (ja) 2009-02-09 2009-02-09 動力伝達装置
JP2009-027090 2009-02-09

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EP2457760A3 (fr) * 2010-11-24 2013-07-03 ZF Friedrichshafen AG Conducteur de commande et procédé de fonctionnement de celui-ci
CN103619627A (zh) * 2011-06-27 2014-03-05 斯堪尼亚商用车有限公司 用于车辆的传动系统和控制传动系统的方法
CN111845317A (zh) * 2020-07-29 2020-10-30 重庆青山工业有限责任公司 一种混合动力系统
FR3106090A1 (fr) * 2020-01-15 2021-07-16 Punch Powerglide Strasbourg Transmission pour véhicule hybride et son procédé de commande
US20220216765A1 (en) * 2021-01-07 2022-07-07 Toyota Jidosha Kabushiki Kaisha Drive unit for electric vehicle

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DE102011089466A1 (de) * 2011-12-21 2013-06-27 Zf Friedrichshafen Ag Hybridantrieb eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
KR20150071604A (ko) * 2013-12-18 2015-06-26 현대자동차주식회사 차량의 변속장치
CN103978885B (zh) * 2014-04-17 2016-08-17 河南科技大学 负载车辆及其混合动力系统
CN103978884B (zh) * 2014-04-17 2017-01-25 河南科技大学 转矩耦合动力系统及使用该动力系统的车辆
JP6251805B2 (ja) * 2014-06-11 2017-12-20 Ｇｋｎドライブラインジャパン株式会社 動力伝達装置
KR101637279B1 (ko) * 2014-09-23 2016-07-21 현대자동차 주식회사 차량의 변속장치
JP6587674B2 (ja) * 2017-12-27 2019-10-09 本田技研工業株式会社 電動機用減速装置
JP2019166939A (ja) * 2018-03-23 2019-10-03 本田技研工業株式会社 ハイブリッド車両の駆動装置
DE102019123367A1 (de) * 2019-08-30 2021-03-04 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Antriebsstrang für ein Fahrzeug

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EP2457760A3 (fr) * 2010-11-24 2013-07-03 ZF Friedrichshafen AG Conducteur de commande et procédé de fonctionnement de celui-ci
CN103619627A (zh) * 2011-06-27 2014-03-05 斯堪尼亚商用车有限公司 用于车辆的传动系统和控制传动系统的方法
FR3106090A1 (fr) * 2020-01-15 2021-07-16 Punch Powerglide Strasbourg Transmission pour véhicule hybride et son procédé de commande
CN111845317A (zh) * 2020-07-29 2020-10-30 重庆青山工业有限责任公司 一种混合动力系统
CN111845317B (zh) * 2020-07-29 2022-07-19 重庆青山工业有限责任公司 一种混合动力系统
US20220216765A1 (en) * 2021-01-07 2022-07-07 Toyota Jidosha Kabushiki Kaisha Drive unit for electric vehicle

Also Published As

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JP2010179868A (ja) 2010-08-19
JP4610654B2 (ja) 2011-01-12
CN102307744B (zh) 2014-12-10
CN102307744A (zh) 2012-01-04

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