WO2011064986A1 - 動力伝達装置 - Google Patents

動力伝達装置 Download PDF

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Publication number
WO2011064986A1
WO2011064986A1 PCT/JP2010/006839 JP2010006839W WO2011064986A1 WO 2011064986 A1 WO2011064986 A1 WO 2011064986A1 JP 2010006839 W JP2010006839 W JP 2010006839W WO 2011064986 A1 WO2011064986 A1 WO 2011064986A1
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WIPO (PCT)
Prior art keywords
shaft
gear
transmission
input shaft
gears
Prior art date
Application number
PCT/JP2010/006839
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English (en)
French (fr)
Inventor
大蔵 荻野
佐々木　環
Original Assignee
アイシン・エーアイ株式会社
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Publication date
Application filed by アイシン・エーアイ株式会社 filed Critical アイシン・エーアイ株式会社
Priority to EP10832839.4A priority Critical patent/EP2505408A4/en
Priority to US13/509,657 priority patent/US20120312111A1/en
Priority to CN2010800530120A priority patent/CN102648103A/zh
Publication of WO2011064986A1 publication Critical patent/WO2011064986A1/ja

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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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/421—Dog type clutches or brakes
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism

Definitions

  • the present invention relates to a power transmission device, and more particularly to a power transmission device used for a vehicle having an FF (front engine-front drive) type.
  • FF front engine-front drive
  • Patent Document 1 discloses a power transmission device that uses an internal combustion engine and a motor as a power source, converts rotational power so as to obtain an appropriate torque value according to the traveling speed of the vehicle, and transmits the torque to wheels. is there.
  • the present invention has been made in view of the above problems, and an object to be solved is to provide a power transmission device capable of suppressing the extension of the entire length and obtaining a necessary gear ratio.
  • the structural feature of the invention for solving the above problems is that an input shaft on which a plurality of gears arranged so as to be integrally rotatable or freely rotatable are arranged, A clutch capable of switching between a connected state for transmitting rotational power from an internal combustion engine to the input shaft and a disconnected state for not transmitting to the input shaft; An output shaft on which a plurality of gears constantly meshing with the plurality of gears of the input shaft are arranged so as to be free to rotate or integrally rotate; A transmission mechanism having a plurality of shift stages provided between the input shaft and the output shaft and a shift stage selection device that selects one of the plurality of shift stages; Rotating electrical machinery, A power transmission device having Furthermore, A rotating electrical machine shaft on which an axial direction of the input shaft is parallel to the axial direction and is a rotating shaft of the rotating electrical machine, and a rotating electrical machine shaft gear capable of rotating integrally is disposed; A transmission shaft whose axial direction is parallel to the axial direction of the input shaft, a transmission gear that
  • An input shaft transmission gear that is always meshed with the transmission shaft and can freely rotate with respect to the transmission shaft, and can freely rotate with respect to the input shaft that is always meshed with one of the plurality of gears that rotate integrally with the output shaft.
  • An output shaft transmission gear that always meshes with one of the gears and can freely rotate with respect to the transmission shaft, and rotates integrally with the transmission shaft and can rotate integrally with either the input shaft transmission gear or the output shaft transmission gear.
  • a power switching device capable of switching between an engaged state and a state in which neither is engaged, a reduction means capable of amplifying torque output from the rotating electrical machine, It is to have.
  • an input shaft on which a plurality of gears arranged so as to be integrally rotatable are arranged, A clutch capable of switching between a connected state for transmitting rotational power from an internal combustion engine to the input shaft and a disconnected state for not transmitting to the input shaft;
  • An output shaft on which a plurality of gears constantly meshing with the plurality of gears of the input shaft are arranged so as to be free to rotate or integrally rotate;
  • a transmission mechanism having a plurality of shift stages provided between the input shaft and the output shaft and a shift stage selection device that selects one of the plurality of shift stages;
  • Rotating electrical machinery A power transmission device having Furthermore, One or more transmission gears that are parallel to the axial direction of the input shaft and that can rotate integrally with the input shaft, and an idler gear that can mesh freely with one of the plurality of gears that rotate integrally with the output shaft and can rotate freely.
  • a transmission shaft A rotating electrical machine shaft that is parallel to the axial direction of the input shaft and that is the rotating shaft of the rotating electrical machine, and a rotating electrical machine shaft gear that is always meshed with one of the transmission gears and can rotate integrally with the rotating electrical machine shaft.
  • a reduction gear that is freely meshed with the rotating electrical machine shaft and is integrally meshed with one of the gears that is integrally rotated with the transmission shaft, and is constantly meshed with one of the gears that is integrally rotated with respect to the input shaft.
  • Torn output from And decelerating means capable of amplifying a It is to have.
  • the transmission of the rotational power of the rotating electrical machine can be switched between the input shaft and the output shaft. Then, the rotating electrical machine is arranged on a shaft different from the input shaft and the output shaft, and another transmission shaft is arranged to reduce the speed by two stages, amplifying the torque output from the rotating electrical machine, and the input shaft or output Can be transmitted to the shaft. And since a rotary electric machine is not arrange
  • the transmission of the rotational power of the rotating electrical machine can be switched between the input shaft and the output shaft.
  • the rotating electrical machine is disposed on a shaft different from the input shaft and the output shaft, and another transmission shaft is disposed to reduce the speed by three stages, and the torque output from the rotating electrical machine can be reduced. It can be amplified and transmitted to the input shaft or output shaft. Since the rotating electrical machine is not disposed on the input shaft and the output shaft but is disposed on a different shaft from the input shaft and the output shaft, the full length extension can be suppressed while ensuring the gear ratio.
  • the power transmission device according to this embodiment is mounted on a vehicle.
  • the transmission 11 As shown in FIG. 1, the transmission 11 according to the first embodiment includes a clutch 13, an input shaft 2, an output shaft 3, a transmission mechanism 4, a motor (rotating electrical machine) 14, a rotating electrical machine shaft 5, and a speed reduction unit 6. .
  • the input shaft 2 has one end coupled to a clutch 13 described later, and the other end pivotally supported by a case (not shown) of the power transmission device 11 or a member fixed to the case.
  • a case not shown
  • five gears 21 to 25 that can rotate integrally and a gear 26 that can rotate freely are arranged.
  • the clutch 13 is a device that switches between a connected state in which rotational power from an internal combustion engine (not shown) is transmitted to the input shaft 2 and a disconnected state in which the rotational power is not transmitted to the input shaft 2, and is positioned between the internal combustion engine and the input shaft 2. .
  • the output shaft 3 is disposed so that the axial direction of the input shaft 2 is parallel to the axial direction, and both ends of the output shaft 3 are rotatably supported by the case of the power transmission device 11 or a member fixed to the case.
  • Five rollable gears 31 to 35 and a gear 36a that rotates integrally with the output shaft 3 are arranged.
  • the gears 31 to 35 always mesh with the five gears 21 to 25 of the input shaft 2 on a one-to-one basis.
  • the gear 36 a always meshes with the gear 26.
  • three shift speed selection devices 37 to 39 that rotate integrally with the output shaft 3 are arranged on the output shaft 3.
  • An output gear 30 that rotates integrally with the output shaft 3 and that meshes with a gear 91 of a differential mechanism (not shown) that transmits rotational power to the wheels of the vehicle is disposed.
  • the transmission mechanism 4 includes gears 21 to 26 having the input shaft 2 as a rotation shaft, gears 31 to 35 having the output shaft 3 as a rotation shaft, and gear stage selection devices 37 to 39.
  • the first gear is gear 21 and gear 31
  • the second gear is gear 22 and gear 32
  • the third gear is gear 23 and gear 33
  • the fourth gear is gear 24 and gear 34
  • the fifth gear is gear. This is realized by a gear ratio by a combination of the gear 25 and the gear 35.
  • a gear stage selection device 37 is disposed between the gear 31 and the gear 32
  • a gear stage selection device 38 is disposed between the gear 33 and the gear 34 so as to be movable in the axial direction. And a neutral state in which neither gear is engaged.
  • the gear stage selection device 39 is movable in the axial direction, and has a state of engaging with the gear 35 and a neutral state of not engaging with the gear 35.
  • the gear selectors 37 to 39 are moved in the axial direction. And engage with any one of the gears so as to rotate together.
  • the gear selection device 37 is moved to the gear 31 side, and the gear selection device 37 and the gear 31 are engaged so as to be integrally rotatable.
  • the other gear selection devices 38 and 39 are placed on standby in a neutral state so as not to engage with any gear.
  • the motor 14 uses a rotating electrical machine shaft 5 described later as a rotational shaft, and outputs rotational power to the rotating electrical machine shaft 5.
  • the rotating electrical machine shaft 5 is disposed so that the axial direction of the input shaft 2 is parallel to the axial direction, and both ends of the rotating electrical machine shaft 5 are pivotally supported by a member fixed to the case or the case of the power transmission device 11 and output from the motor 14. It rotates by torque.
  • a rotating electrical machine shaft gear 51 that can rotate integrally with the rotating electrical machine shaft 5 is disposed on the rotating electrical machine shaft 5.
  • the speed reduction means 6 includes a transmission shaft 61, a transmission gear 62, an input shaft transmission gear 63, an output shaft transmission gear 64, and a power switching device 65.
  • the transmission shaft 61 is disposed so that the axial direction of the input shaft 2 is parallel to the axial direction, and both ends thereof are pivotally supported by the case of the power transmission device 11 or a member fixed to the case.
  • the transmission gear 62 rotates integrally with the transmission shaft 61 and always meshes with the rotating electrical machine shaft gear 51.
  • the input shaft transmission gear 63 is a gear that is always meshed with the gear 23 that rotates integrally with the input shaft 2 and that can freely rotate with respect to the transmission shaft 61.
  • the output shaft transmission gear 64 is a gear that is always meshed with the gear 26 that is idle with respect to the input shaft 2 and that can freely idle with respect to the transmission shaft 62.
  • the power switching device 65 rotates integrally with the transmission shaft 61 and is movable in the axial direction of the transmission shaft 61, and is in an input shaft output state engaged with the input shaft transmission gear 63 so as to be integrally rotatable, an output shaft transmission gear 64,
  • This is an apparatus capable of switching between an output shaft output state engaged so as to be integrally rotatable and a disconnected state in which neither the input shaft transmission gear 63 nor the output shaft transmission gear 64 is engaged.
  • the power transmission device 11 when the power switching device 65 is in a disconnected state, the output of the motor 14 is not transmitted to the input shaft 2 or the output shaft 3, and if the clutch 13 is in the connected state, the rotational power of the internal combustion engine is reduced. It is transmitted to the input shaft 2.
  • the gear selection devices 37-39 By engaging the gear selection devices 37-39 with gears of any gear (any of gears 31-35) corresponding to any of them, the rotational power converted by a desired gear ratio is output to the output gear.
  • the gear 91 of the differential mechanism To the gear 91 of the differential mechanism.
  • the power switching device 65 When the rotational power of the motor 14 is transmitted to the input shaft 2, the power switching device 65 is set to the input shaft output state. Rotational power output from the motor 14 is transmitted to the rotating electrical machine shaft 5, the rotating electrical machine shaft gear 51, the transmission gear 62, and the transmission shaft 61. Since the power switching device 65 that rotates integrally with the transmission shaft 61 is in the input shaft output state, it is engaged with the input shaft transmission gear 63, and the rotational power is transmitted from the input shaft transmission gear 63 to the gear 23 of the input shaft 2. The input shaft 2 is rotated by the output of the motor 14. At this time, the clutch is disengaged, and the gear selection devices 37 to 39 are engaged with any one of the first to fifth gears to convert the rotational power at a desired gear ratio.
  • the clutch 13 can be connected to assist the rotational power output from the internal combustion engine. Alternatively, it is also possible to start the internal combustion engine with the motor 14 by setting all of the gear selection devices 37 to 39 to the neutral state and the clutch 13 to the connected state.
  • the power switching device 65 When the rotational power of the motor 14 is transmitted to the output shaft 3 without being shifted by the speed change mechanism 4, the power switching device 65 is set to the output shaft output state. At this time, the clutch 13 is disengaged. Rotational power output from the motor 14 is transmitted to the rotating electrical machine shaft 5, the rotating electrical machine shaft gear 51, the transmission gear 62, and the transmission shaft 61. Since the power switching device 65 that rotates integrally with the transmission shaft 61 is in the output shaft output state, the power switching device 65 is engaged with the output shaft transmission gear 64, and the rotational power is idled from the output shaft transmission gear 64 to the input shaft 2. Is transmitted to the rotating gear 26. Since the gear 26 is always meshed with the gear 36 a that rotates integrally with the output shaft 3, the rotational power is transmitted from the gear 26 to the gear 36 a and is transmitted to the gear 91 of the differential mechanism via the output gear 30.
  • transmission of the rotational power of the motor 14 can be switched between the input shaft 2 and the output shaft 3. Then, the motor 14 is disposed on the rotating electrical machine shaft 5 different from the input shaft 2 and the output shaft 3, and the transmission shaft 6 is further disposed to reduce the speed by two stages, thereby amplifying the torque output from the motor 14. Thus, it can be transmitted to the input shaft 2 or the output shaft 3. Since the motor 14 is not disposed on the input shaft 2 and the output shaft 3 and is disposed on an axis different from the input shaft 2 and the output shaft 3, it is possible to suppress the full length extension. Or, compared with a device in which the motor 14 is arranged coaxially with the input shaft 2 or the output shaft 3, the overall length can be shortened without reducing the gear position (ensuring the gear ratio).
  • the transmission 12 As shown in FIG. 2, the transmission 12 according to the second embodiment includes a clutch 13, an input shaft 2, an output shaft 3, a transmission mechanism 4, a motor (rotating electrical machine) 14, a transmission shaft 7, and a speed reduction unit 8.
  • the input shaft 2 has one end coupled to a clutch 13 described later, and the other end pivotally supported by a case (not shown) of the power transmission device 12 or a member fixed to the case.
  • the input shaft 2 is provided with five gears 21 to 25 that can rotate integrally.
  • the clutch 13 is a device that switches between a connected state in which rotational power from an internal combustion engine (not shown) is transmitted to the input shaft 2 and a disconnected state in which the rotational power is not transmitted to the input shaft 2, and is positioned between the internal combustion engine and the input shaft 2. .
  • the output shaft 3 is disposed so that the axial direction of the input shaft 2 is parallel to the axial direction, and both ends of the output shaft 3 are rotatably supported by a case of the power transmission device 12 or a member fixed to the case.
  • Five rotatable gears 31 to 35 and three shift speed selecting devices 37 to 39 that rotate integrally with the output shaft 3 are arranged.
  • the gears 31 to 35 always mesh with the five gears 21 to 25 of the input shaft 2 on a one-to-one basis.
  • the gear selection devices 37 to 39 are movable in the axial direction.
  • the output shaft 33 is a gear 36b that always meshes with an idler gear 73 (to be described later) and rotates integrally with the output shaft 3, and a differential mechanism (not shown) that rotates integrally with the output shaft 3 and transmits rotational power to the vehicle wheel side.
  • An output gear 30 that is always meshed with the other gear 91 is disposed.
  • the transmission mechanism 4 includes gears 21 to 26 having the input shaft 2 as a rotation shaft, gears 31 to 35 having the output shaft 3 as a rotation shaft, and gear stage selection devices 37 to 39.
  • the first gear is gear 21 and gear 31
  • the second gear is gear 22 and gear 32
  • the third gear is gear 23 and gear 33
  • the fourth gear is gear 24 and gear 34
  • the fifth gear is gear. This is realized by a gear ratio by a combination of the gear 25 and the gear 35.
  • a gear stage selection device 37 is disposed between the gear 31 and the gear 32
  • a gear stage selection device 38 is disposed between the gear 33 and the gear 34 so as to be movable in the axial direction. And a neutral state in which neither gear is engaged.
  • the gear stage selection device 39 is movable in the axial direction, and has a state of engaging with the gear 35 and a neutral state of not engaging with the gear 35.
  • the gear selectors 37 to 39 are moved in the axial direction. And engage with any one of the gears so as to rotate together.
  • the gear selection device 39 is moved to the gear 35 side, and the gear selection device 39 and the gear 35 are engaged so as to be integrally rotatable.
  • the other gear selection devices 37 and 38 are made to stand by in a neutral state so as not to engage with any gear.
  • the motor 14 uses a rotating electrical machine shaft 81 described later as a rotational shaft, and outputs rotational power to the rotating electrical machine shaft 81.
  • the transmission shaft 7 is arranged so that the axial direction of the input shaft 2 is parallel to the axial direction, and both ends of the transmission shaft 7 are pivotally supported by the case of the power transmission device 12 or a member fixed to the case.
  • Two transmission gears 71 and 72 that rotate integrally with the transmission shaft 7 and an idler gear 73 that can rotate with respect to the transmission shaft 7 are arranged on the transmission shaft 7.
  • the idler gear 73 always meshes with a gear 36b that rotates integrally with the output shaft 3.
  • the reduction means 8 includes a rotating electrical machine shaft 81, a rotating electrical machine shaft gear 82, a reduction gear 83, an input shaft transmission gear 84, an output shaft transmission gear 85, and a power switching device 86.
  • the rotating electric machine shaft 81 is pivotally supported by the case of the power transmission device 12 or a member fixed to the case so that the axial direction of the input shaft 2 is parallel to the axial direction of the input shaft 2.
  • the rotating electric machine shaft gear 82 rotates integrally with the rotating electric machine shaft 81 and always meshes with the transmission gear 71 of the transmission shaft 71.
  • the reduction gear 83 rotates freely with respect to the rotating electrical machine shaft 81 and always meshes with the transmission gear 72 of the transmission shaft 7.
  • the input shaft transmission gear 84 is a gear that is always meshed with the gear 25 that rotates integrally with the input shaft 2 and that can freely rotate with respect to the transmission shaft 7 and the reduction gear 83.
  • the output shaft transmission gear 85 is a gear that always meshes with the idler gear 73 of the transmission shaft 7 and can freely rotate with respect to the transmission shaft 7 and the reduction gear 83.
  • the power switching device 86 rotates integrally with the reduction gear 83 and can move in the axial direction of the rotating electrical machine shaft 81, and the input shaft output state engages with the input shaft transmission gear 84 so as to rotate integrally therewith, and the output shaft transmission gear 85.
  • an output shaft output state engaged with the input shaft transmission gear 84 and a disconnected state in which neither the input shaft transmission gear 84 nor the output shaft transmission gear 85 is engaged.
  • the power transmission device 12 when the power switching device 86 is in a disconnected state, the output of the motor 14 is not transmitted to the input shaft 2 or the output shaft 3, and if the clutch 13 is in a connected state, the rotational power of the internal combustion engine is reduced. It is transmitted to the input shaft 2.
  • the gear selection devices 37-39 By engaging the gear selection devices 37-39 with gears of any gear (any of gears 31-35) corresponding to any of them, the rotational power converted by a desired gear ratio is output to the output gear.
  • the gear 91 of the differential mechanism To the gear 91 of the differential mechanism.
  • the power switching device 86 When the rotational power of the motor 14 is transmitted to the input shaft 2, the power switching device 86 is set to the input shaft output state. Rotational power output from the motor 14 is transmitted to the rotating electrical machine shaft 81, the rotating electrical machine shaft gear 82, the transmission gear 71, the transmission shaft 7, and the transmission gear 72. Then, the rotational power is transmitted from the transmission gear 72 to the reduction gear 83, and the power switching device 86 that rotates together with the reduction gear 83 is in the input shaft output state. Therefore, the rotational power is transmitted from the input shaft transmission gear 84 to the gear 25, and the input shaft 2 is rotated by the output of the motor 14.
  • the clutch is disengaged, and the gear selection devices 37 to 39 are engaged with any of the first to fifth gears to convert the rotational power at a desired gear ratio. , And can be transmitted to the gear 91 of the differential mechanism via the output gear 30.
  • the clutch 13 can be connected to assist the rotational power output from the internal combustion engine. Alternatively, it is also possible to start the internal combustion engine with the motor 14 by setting any of the gear selection devices 37 to 39 to the neutral position and bringing the clutch 13 into a connected state.
  • the power switching device 86 When the rotational power of the motor 14 is transmitted to the output shaft 3 without being shifted by the speed change mechanism 4, the power switching device 86 is set to the output shaft output state. At this time, the clutch 13 is disengaged. Rotational power output from the motor 14 is transmitted to the rotating electrical machine shaft 81, the rotating electrical machine shaft gear 82, the transmission gear 71, the transmission shaft 7, and the transmission gear 72. Then, the rotational power is transmitted from the transmission gear 72 to the reduction gear 83, and the power switching device 86 that rotates together with the reduction gear 83 is in the output shaft output state, so that it is transmitted from the output shaft transmission gear 85 to the idler gear 73. Since the idler gear 73 is always meshed with the gear 36 b that rotates integrally with the output shaft 3, the rotational power is transmitted to the output shaft 3 and is transmitted to the gear 91 of the differential mechanism via the output gear 30.
  • the power switching device 12 of the second embodiment it is possible to switch the transmission of the rotational power of the motor 14 to either the input shaft 2 or the output shaft 3.
  • the motor 14 is arranged on a rotating electrical machine shaft 81 that is a different shaft from the input shaft 2 and the output shaft 3, and another transmission shaft 7 is arranged to reduce the speed by three stages, and the torque output from the motor 14. Can be amplified and transmitted to the input shaft 2 or the output shaft 3. Then, the motor 14 is not disposed on the input shaft 2 and the output shaft 3 but is disposed on an axis different from the input shaft 2 and the output shaft 3, so that the overall length is suppressed. Or, compared with a device in which the motor 14 is arranged coaxially with the input shaft 2 or the output shaft 3, the overall length can be shortened without reducing the gear position (ensuring the gear ratio).
  • the gear used to transmit the rotational power output from the motor 14 to the input shaft 2 (the gear 23 in the first embodiment and the gear 25 in the second embodiment) is another gear that rotates together with the input shaft 2. can do. That is, it can be changed by the arrangement of the gears of the input shaft 2 or the arrangement of the components of the speed reduction means 6 and 8.

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Abstract

　本発明の動力伝達装置（１１）は、入力軸（２）とクラッチ（１３）と出力軸（３）と変速機構（４）と回転電機（１４）と回転電機軸（５）と、伝達軸（６１）、伝達歯車（６２）、入力軸（２）と一体回転する歯車（２１～２５）の１つと常時噛合し伝達軸（６１）に対して遊転可能な入力軸伝達歯車（６３）、出力軸（３）と一体回転する歯車（３６ａ）と常時噛合する入力軸（２）に対して遊転可能な歯車（２６）と常時噛合し伝達軸（６１）に対して遊転可能な出力軸伝達歯車（６４）、伝達軸（６１）と一体回転し入力軸伝達歯車（６３）又は出力軸伝達歯車（６４）のどちらかに一体回転可能に係合する状態及びどちらにも係合しない状態を切替可能な動力切替装置（６５）、を持ち回転電機（１４）から出力されるトルクを増幅可能な減速手段（６）と、を有することを特徴とする。

Description

動力伝達装置
　本発明は、動力伝達装置に関し、特にＦＦ（フロントエンジン－フロントドライブ）形式をもつ車両用に用いられる動力伝達装置に関する。
　内燃機関及びモータを動力源とし、車両の走行速度に応じた適正なトルクの値になるように回転動力を変換して車輪に伝達する動力伝達装置は、例えば、特許文献１のようなものがある。
特開２００２－１１４０４８号公報
　ところで、上記特許文献１では、第３軸３ａにモータ３と、入力軸１１あるいは出力軸１２にモータの回転動力を伝達できる動力切替機構２３を設置しているため、全長が長い。そして、モータのトルクをプラネタリギヤ２５で増大することが可能であるが、軸径の影響で遊転ギヤの小径化に限界があり、大きな減速比を得ることが難しい。また、プラネタリギヤを使用すると部品点数増加に伴うコストアップもある。
　本発明は、上記課題に鑑みてなされたもので、全長の延長の抑制ができ、且つ、必要な変速比を得ることができる動力伝達装置を提供することを解決すべき課題とする。
　上記課題を解決するための発明の構成上の特徴は、一体回転又は遊転可能に配置される歯車が複数配置される入力軸と、
　内燃機関からの回転動力を前記入力軸に伝達する接続状態及び前記入力軸に伝達しない切断状態を切り替え可能なクラッチと、
　前記入力軸の前記複数の歯車と常時噛み合う複数の歯車が遊転又は一体回転可能に配置される出力軸と、
　前記入力軸及び前記出力軸の間に設けられた複数の変速段と前記複数の変速段のうちの１つの変速段を選択する変速段選択装置とを持つ変速機構と、
　回転電機と、
　を有する動力伝達装置であって、
　更に、
　前記入力軸の軸方向と軸方向が平行で前記回転電機の回転軸であり、一体回転可能な回転電機軸歯車が配置される回転電機軸と、
　前記入力軸の軸方向と軸方向が平行である伝達軸と、前記伝達軸と一体回転し前記回転電機軸歯車に常時噛合する伝達歯車と、前記入力軸に対して一体回転する前記歯車の１つと常時噛合し前記伝達軸に対して遊転可能な入力軸伝達歯車と、前記出力軸に対して一体回転する前記複数の歯車のうち１つと常時噛合する前記入力軸に対して遊転可能な前記歯車の１つと常時噛合し前記伝達軸に対して遊転可能な出力軸伝達歯車と、前記伝達軸と一体回転し前記入力軸伝達歯車又は前記出力軸伝達歯車のどちらかに一体回転可能に係合する状態及びどちらにも係合しない状態を切替可能な動力切替装置と、を持つ、回転電機から出力されるトルクを増幅可能な減速手段と、
　を有することである。
　また、上記課題を解決するための発明の構成上の特徴は、一体回転可能に配置される歯車が複数配置される入力軸と、
　内燃機関からの回転動力を前記入力軸に伝達する接続状態及び前記入力軸に伝達しない切断状態を切り替え可能なクラッチと、
　前記入力軸の前記複数の歯車と常時噛み合う複数の歯車が遊転又は一体回転可能に配置される出力軸と、
　前記入力軸及び前記出力軸の間に設けられた複数の変速段と前記複数の変速段のうちの１つの変速段を選択する変速段選択装置とを持つ変速機構と、
　回転電機と、
　を有する動力伝達装置であって、
　更に、
　前記入力軸の軸方向と軸方向が平行で、一体回転可能な伝達歯車が１以上及び前記出力軸に対して一体回転する前記複数の歯車のうち１つと常時噛合し遊転可能なアイドラギヤが配置される伝達軸と、
　前記入力軸の軸方向と軸方向が平行で前記回転電機の回転軸である回転電機軸と、前記伝達歯車の１つと常時噛合し前記回転電機軸に対して一体回転可能な回転電機軸歯車と、前記回転電機軸に対して遊転し前記伝達軸に対して一体回転する歯車のうちの１つと常時噛合する減速歯車と、前記入力軸に対して一体回転する前記歯車の１つと常時噛合し前記回転電機軸及び前記減速歯車に対して遊転可能な入力軸伝達歯車と、前記アイドラギヤに常時噛合し前記回転電機軸及び前記減速歯車に対して遊転可能な出力軸伝達歯車と、前記減速歯車と一体回転し前記入力軸伝達歯車又は前記出力軸伝達歯車のどちらかに一体回転可能に係合する状態及びどちらにも係合しない状態を切替可能な動力切替装置と、を持つ、回転電機から出力されるトルクを増幅可能な減速手段と、
　を有することである。
　請求項１に係る発明においては、回転電機の回転動力を入力軸と出力軸とのどちらかに伝達を切り替えることができる。そして、回転電機を入力軸及び出力軸とは異なる軸に配置し、更にもう一つ伝達軸を配置することで２段減速し、回転電機から出力されるトルクを増幅して、入力軸又は出力軸に伝達することができる。そして、回転電機を入力軸及び出力軸上に配置せず、入力軸及び出力軸とは異なる軸に配置するため、変速比を確保した上で、全長延長を抑制できる。
　請求項２に係る発明においては、回転電機の回転動力を入力軸と出力軸とのどちらかに伝達を切り替えることができる。そして、本発明の動力伝達装置は、回転電機を入力軸及び出力軸とは異なる軸に配置し、更にもう一つ伝達軸を配置することで３段減速し、回転電機から出力されるトルクを増幅して、入力軸又は出力軸に伝達することができる。そして、回転電機を入力軸及び出力軸上に回転電機が配置せず、入力軸及び出力軸とは異なる軸に配置するため、変速比を確保した上で、全長延長を抑制できる。
本実施形態１の動力伝達装置１１のスケルトン図である。 本実施形態２の動力伝達装置１２のスケルトン図である。
１１、１２：動力伝達装置、  １３：クラッチ、１４：モータ（回転電機）、
２：入力軸、２１～２６：歯車、
３：出力軸、  ３１～３５，３６ａ，３６ｂ：歯車、３０：出力歯車、３７～３９：変速段選択装置、
４：変速機構、
５，８１：回転電機軸、５１，８２：回転電機軸歯車、
６，８：減速手段、６１：伝達軸、６２：伝達歯車、６３，８４：入力軸伝達歯車、
６４，８５：出力軸伝達歯車、６５，８６：動力切替機構、
７：伝達軸、７１，７２：伝達歯車、７３：アイドラギヤ、
８３：減速歯車、
９１：歯車。
　本発明の代表的な実施形態を図１～図２を参照して説明する。本実施形態に係る動力伝達装置は、車両に搭載される。
　（実施形態１）
　本実施形態１の変速機１１は、図１に示されるように、クラッチ１３、入力軸２、出力軸３、変速機構４、モータ（回転電機）１４、回転電機軸５及び減速手段６を有する。
　入力軸２は、一端が後述するクラッチ１３と結合しており、他端は動力伝達装置１１のケース（図示略）かケースに固定された部材に回転可能に枢支される。入力軸２には、一体回転可能な５つの歯車２１～２５と遊転可能な歯車２６とが配置されている。
　クラッチ１３は、内燃機関（図示略）からの回転動力を入力軸２に伝達する接続状態と入力軸２に伝達しない切断状態とを切り替える装置で、内燃機関と入力軸２との間に位置する。
　出力軸３は、入力軸２の軸方向と軸方向が平行に配置され、両端が動力伝達装置１１のケースかケースに固定された部材に回転可能に枢支され、出力軸３に対して遊転可能な５つの歯車３１～３５と出力軸３と一体回転する歯車３６ａとが配置されている。歯車３１～３５は、入力軸２の５つの歯車２１～２５のそれぞれと一対一で常時噛合する。歯車３６ａは、歯車２６と常時噛合する。更に、出力軸３には、出力軸３と一体回転する３つの変速段選択装置３７～３９が配置されている。また、出力軸３と一体回転し、車両の車輪側に回転動力を伝達する差動機構（図示略）の歯車９１と常時噛合する出力歯車３０が配置されている。
　変速機構４は、入力軸２を回転軸とする歯車２１～２６、出力軸３を回転軸とする歯車３１～３５及び変速段選択装置３７～３９で構成される。第１変速段は歯車２１と歯車３１、第２変速段は歯車２２と歯車３２、第３変速段は歯車２３と歯車３３、第４変速段は歯車２４と歯車３４、第５変速段は歯車２５と歯車３５の組み合わせによる変速比によって実現される。歯車３１と歯車３２との間に変速段選択装置３７、歯車３３と歯車３４との間に変速段選択装置３８が軸方向移動可能に配置されており、各変速段選択装置３７は一方の歯車と一体回転可能に係合する状態とどちらの歯車にも係合しない中立状態とを有する。そして、変速段選択装置３９は、軸方向移動可能で、歯車３５と係合する状態と歯車３５と係合しない中立状態とを有する。本実施形態１の動力伝達装置１１において、回転動力を第１変速段から第５変速段の何れかの変速段の変速比で変換する場合は、変速段選択装置３７～３９を軸方向に移動させ、何れかの変速段と一体回転可能に係合させる。例えば、第１変速段を選択する場合は、変速段選択装置３７を歯車３１側に移動し、変速段選択装置３７と歯車３１とを一体回転可能に係合させる。他の変速段選択装置３８、３９は、何れの変速段とも係合しないように、中立状態で待機させる。
　モータ１４は、後述する回転電機軸５を回転軸とし、回転電機軸５に回転動力を出力する。
　回転電機軸５は、入力軸２の軸方向と軸方向が平行に配置され、両端が動力伝達装置１１のケースかケースに固定された部材に回転可能に枢支され、モータ１４から出力されるトルクにより回転する。そして、回転電機軸５には、回転電機軸５と一体回転可能な回転電機軸歯車５１が配置される。
　減速手段６は、伝達軸６１、伝達歯車６２、入力軸伝達歯車６３、出力軸伝達歯車６４及び動力切替装置６５を有する。伝達軸６１は、入力軸２の軸方向と軸方向が平行に配置され、両端が動力伝達装置１１のケースかケースに固定された部材に回転可能に枢支される。伝達歯車６２は、伝達軸６１と一体回転し、回転電機軸歯車５１と常時噛合する。入力軸伝達歯車６３は、入力軸２と一体回転する歯車２３と常時噛合し、伝達軸６１に対して遊転可能な歯車である。出力軸伝達歯車６４は、入力軸２に対して遊転している歯車２６と常時噛合し、伝達軸６２に対して遊転可能な歯車である。動力切替装置６５は、伝達軸６１と一体回転し且つ伝達軸６１の軸方向に移動可能で、入力軸伝達歯車６３と一体回転可能に係合する入力軸出力状態と、出力軸伝達歯車６４と一体回転可能に係合する出力軸出力状態と、入力軸伝達歯車６３及び出力軸伝達歯車６４のどちらにも係合しない切断状態とを切替可能な装置である。
　次に、本実施形態１の動力伝達装置１１の動作について説明する。
　動力伝達装置１１は、動力切替装置６５が切断状態のとき、モータ１４の出力は入力軸２にも出力軸３にも伝達されず、クラッチ１３が接続状態であれば、内燃機関の回転動力が入力軸２に伝達される。変速段選択装置３７～３９を何れかに対応する変速段の歯車（歯車３１～３５の何れか）と一体回転可能に係合することで、所望の変速比によって変換された回転動力が出力歯車から差動機構の歯車９１に伝達される。
　モータ１４の回転動力を入力軸２に伝達する場合には、動力切替装置６５を入力軸出力状態とする。モータ１４から出力された回転動力は回転電機軸５、回転電機軸歯車５１、伝達歯車６２、伝達軸６１と伝達する。伝達軸６１と一体回転する動力切替装置６５は、入力軸出力状態であるため、入力軸伝達歯車６３と係合しており、回転動力は入力軸伝達歯車６３から入力軸２の歯車２３に伝達され、入力軸２がモータ１４の出力によって回転する。このとき、クラッチを切断状態とし、変速段選択装置３７～３９を第１変速段から第５変速段を何れかの変速段に係合させることで、回転動力を所望の変速比で変換して、出力歯車３０を介して差動機構の歯車９１に伝達することができる。クラッチ１３を接続状態とし、内燃機関から出力される回転動力を補助することもできる。あるいは、変速段選択装置３７～３９の何れも中立状態とし、クラッチ１３を接続状態とすることで、モータ１４で内燃機関を始動することも可能である。
　モータ１４の回転動力を変速機構４によって変速せずに出力軸３に伝達する場合には、動力切替装置６５を出力軸出力状態とする。このとき、クラッチ１３は切断状態にする。モータ１４から出力された回転動力は回転電機軸５、回転電機軸歯車５１、伝達歯車６２、伝達軸６１と伝達する。伝達軸６１と一体回転する動力切替装置６５は、出力軸出力状態であるため、出力軸伝達歯車６４と係合しており、回転動力は出力軸伝達歯車６４から入力軸２に対して遊転している歯車２６に伝達される。歯車２６は出力軸３と一体回転する歯車３６ａと常時噛合しているため、歯車２６から歯車３６ａへと回転動力が伝達し、出力歯車３０を介して差動機構の歯車９１に伝達される。
　本実施形態１の動力伝達装置１１によれば、モータ１４の回転動力を入力軸２と出力軸３とのどちらかに伝達を切り替えることができる。そして、モータ１４を入力軸２及び出力軸３とは異なる回転電機軸５に配置し、更にもう一つ伝達軸６を配置することで２段減速し、モータ１４から出力されるトルクを増幅して、入力軸２又は出力軸３に伝達することができる。そして、モータ１４を入力軸２及び出力軸３上に配置せず、入力軸２及び出力軸３とは異なる軸に配置するため、全長延長を抑制できる。あるいは、モータ１４を入力軸２又は出力軸３と同軸に配置する装置に比べ、変速段を減少させることなく（変速比を確保して）全長を短縮することができる。
　（実施形態２）
　本実施形態２の変速機１２は、図２に示されるように、クラッチ１３、入力軸２、出力軸３、変速機構４、モータ（回転電機）１４、伝達軸７及び減速手段８を有する。
　入力軸２は、一端が後述するクラッチ１３と結合しており、他端は動力伝達装置１２のケース（図示略）かケースに固定された部材に回転可能に枢支される。入力軸２には、一体回転可能な５つの歯車２１～２５が配置されている。
　クラッチ１３は、内燃機関（図示略）からの回転動力を入力軸２に伝達する接続状態と入力軸２に伝達しない切断状態とを切り替える装置で、内燃機関と入力軸２との間に位置する。
　出力軸３は、入力軸２の軸方向と軸方向が平行に配置され、両端が動力伝達装置１２のケースかケースに固定された部材に回転可能に枢支され、出力軸３に対して遊転可能な５つの歯車３１～３５と出力軸３と一体回転する３つの変速段選択装置３７～３９とが配置されている。歯車３１～３５は、入力軸２の５つの歯車２１～２５のそれぞれと一対一で常時噛合する。変速段選択装置３７～３９は、軸方向移動可能である。更に、出力軸３３は、後述するアイドラギヤ７３と常時噛合し出力軸３と一体回転する歯車３６ｂと、出力軸３と一体回転し車両の車輪側に回転動力を伝達する差動機構（図示略）の歯車９１と常時噛合する出力歯車３０とが配置されている。
　変速機構４は、入力軸２を回転軸とする歯車２１～２６、出力軸３を回転軸とする歯車３１～３５及び変速段選択装置３７～３９で構成される。第１変速段は歯車２１と歯車３１、第２変速段は歯車２２と歯車３２、第３変速段は歯車２３と歯車３３、第４変速段は歯車２４と歯車３４、第５変速段は歯車２５と歯車３５の組み合わせによる変速比によって実現される。歯車３１と歯車３２との間に変速段選択装置３７、歯車３３と歯車３４との間に変速段選択装置３８が軸方向移動可能に配置されており、各変速段選択装置３７は一方の歯車と一体回転可能に係合する状態とどちらの歯車にも係合しない中立状態とを有する。そして、変速段選択装置３９は、軸方向移動可能で、歯車３５と係合する状態と歯車３５と係合しない中立状態とを有する。本実施形態２の動力伝達装置１２において、回転動力を第１変速段から第５変速段の何れかの変速段の変速比で変換する場合は、変速段選択装置３７～３９を軸方向に移動させ、何れかの変速段と一体回転可能に係合させる。例えば、第５変速段を選択する場合は、変速段選択装置３９を歯車３５側に移動し、変速段選択装置３９と歯車３５とを一体回転可能に係合させる。他の変速段選択装置３７、３８は、何れの変速段とも係合しないように、中立状態で待機させる。
　モータ１４は、後述する回転電機軸８１を回転軸とし、回転電機軸８１に回転動力を出力する。
　伝達軸７は、入力軸２の軸方向と軸方向が平行に配置され、両端が動力伝達装置１２のケースかケースに固定された部材に回転可能に枢支される。伝達軸７には、伝達軸７と一体回転する２つの伝達歯車７１、７２と伝達軸７に対して遊転可能なアイドラギヤ７３とが配置されている。アイドラギヤ７３は、出力軸３と一体回転する歯車３６ｂと常時噛合する。
　減速手段８は、回転電機軸８１、回転電機軸歯車８２、減速歯車８３、入力軸伝達歯車８４、出力軸伝達歯車８５及び動力切替装置８６を有する。回転電機軸８１は、入力軸２の軸方向と軸方向が平行で、両端が動力伝達装置１２のケースかケースに固定された部材に回転可能に枢支される。回転電機軸歯車８２は、回転電機軸８１と一体回転し、伝達軸７１の伝達歯車７１と常時噛合する。減速歯車８３は、回転電機軸８１に対して遊転し、伝達軸７の伝達歯車７２と常時噛合する。入力軸伝達歯車８４は、入力軸２と一体回転する歯車２５と常時噛合し、伝達軸７及び減速歯車８３に対して遊転可能な歯車である。出力軸伝達歯車８５は、伝達軸７のアイドラギヤ７３と常時噛合し、伝達軸７及び減速歯車８３に対して遊転可能な歯車である。動力切替装置８６は、減速歯車８３と一体回転し且つ回転電機軸８１の軸方向に移動可能で、入力軸伝達歯車８４と一体回転可能に係合する入力軸出力状態と、出力軸伝達歯車８５と一体回転可能に係合する出力軸出力状態と、入力軸伝達歯車８４及び出力軸伝達歯車８５のどちらにも係合しない切断状態とを切替可能な装置である。
　次に、本実施形態２の動力伝達装置１２の動作について説明する。
　動力伝達装置１２は、動力切替装置８６が切断状態のとき、モータ１４の出力は入力軸２にも出力軸３にも伝達されず、クラッチ１３が接続状態であれば、内燃機関の回転動力が入力軸２に伝達される。変速段選択装置３７～３９を何れかに対応する変速段の歯車（歯車３１～３５の何れか）と一体回転可能に係合することで、所望の変速比によって変換された回転動力が出力歯車から差動機構の歯車９１に伝達される。
　モータ１４の回転動力を入力軸２に伝達する場合には、動力切替装置８６を入力軸出力状態とする。モータ１４から出力された回転動力は回転電機軸８１、回転電機軸歯車８２、伝達歯車７１、伝達軸７、伝達歯車７２と伝達する。そして、回転動力は伝達歯車７２から減速歯車８３に伝達し、減速歯車８３と一体回転する動力切替装置８６が入力軸出力状態であるため、入力軸伝達歯車８４から歯車２５に伝達され、入力軸２がモータ１４の出力によって回転する。このとき、クラッチを切断状態とし、変速段選択装置３７～３９を第１変速段から第５変速段を何れかの変速段に係合させることで、回転動力を所望の変速比で変換して、出力歯車３０を介して差動機構の歯車９１に伝達することができる。クラッチ１３を接続状態とし、内燃機関から出力される回転動力を補助することもできる。あるいは、変速段選択装置３７～３９の何れも中立位置とし、クラッチ１３を接続状態とすることで、モータ１４で内燃機関を始動することも可能である。
　モータ１４の回転動力を変速機構４によって変速せずに出力軸３に伝達する場合には、動力切替装置８６を出力軸出力状態とする。このとき、クラッチ１３は切断状態にする。モータ１４から出力された回転動力は回転電機軸８１、回転電機軸歯車８２、伝達歯車７１、伝達軸７、伝達歯車７２と伝達する。そして、回転動力は伝達歯車７２から減速歯車８３に伝達し、減速歯車８３と一体回転する動力切替装置８６が出力軸出力状態であるため、出力軸伝達歯車８５からアイドラギヤ７３に伝達される。アイドラギヤ７３は出力軸３と一体回転する歯車３６ｂと常時噛合しているため、回転動力は、出力軸３に伝達し、出力歯車３０を介して差動機構の歯車９１に伝達される。
　本実施形態２の動力切替装置１２によれば、モータ１４の回転動力を入力軸２と出力軸３とのどちらかに伝達を切り替えることができる。そして、モータ１４を入力軸２及び出力軸３とは異なる軸である回転電機軸８１に配置し、更にもう一つ伝達軸７を配置することで３段減速し、モータ１４から出力されるトルクを増幅して、入力軸２又は出力軸３に伝達することができる。そして、モータ１４を入力軸２及び出力軸３上に配置せず、入力軸２及び出力軸３とは異なる軸に配置することで、全長を延長が抑制される。あるいは、モータ１４を入力軸２又は出力軸３と同軸に配置する装置に比べ、変速段を減少させることなく（変速比を確保して）全長を短縮することができる。
　以上、本発明の好適な実施形態について説明したが、本発明は上記実施形態に限定されるものではない。例えば、モータ１４から出力される回転動力を入力軸２に伝達するために使用する歯車（実施形態１では歯車２３、実施形態２では歯車２５）は、入力軸２と一体回転する他の歯車とすることができる。つまり、入力軸２の各歯車の配置や減速手段６、８の構成要素の配置等により変更可能である。

 

Claims (2)

  1. 　一体回転又は遊転可能に配置される歯車が複数配置される入力軸と、
    　内燃機関からの回転動力を前記入力軸に伝達する接続状態及び前記入力軸に伝達しない切断状態を切り替え可能なクラッチと、
    　前記入力軸の前記複数の歯車と常時噛み合う複数の歯車が遊転又は一体回転可能に配置される出力軸と、
    　前記入力軸及び前記出力軸の間に設けられた複数の変速段と前記複数の変速段のうちの１つの変速段を選択する変速段選択装置とを持つ変速機構と、
    　回転電機と、
    　を有する動力伝達装置であって、
    　更に、
    　前記入力軸の軸方向と軸方向が平行で前記回転電機の回転軸であり、一体回転可能な回転電機軸歯車が配置される回転電機軸と、
    　前記入力軸の軸方向と軸方向が平行である伝達軸と、前記伝達軸と一体回転し前記回転電機軸歯車に常時噛合する伝達歯車と、前記入力軸に対して一体回転する前記歯車の１つと常時噛合し前記伝達軸に対して遊転可能な入力軸伝達歯車と、前記出力軸に対して一体回転する前記複数の歯車のうち１つと常時噛合する前記入力軸に対して遊転可能な前記歯車の１つと常時噛合し前記伝達軸に対して遊転可能な出力軸伝達歯車と、前記伝達軸と一体回転し前記入力軸伝達歯車又は前記出力軸伝達歯車のどちらかに一体回転可能に係合する状態及びどちらにも係合しない状態を切替可能な動力切替装置と、を持つ、回転電機から出力されるトルクを増幅可能な減速手段と、
    　を有することを特徴とする動力伝達装置。
  2. 　一体回転可能に配置される歯車が複数配置される入力軸と、
    　内燃機関からの回転動力を前記入力軸に伝達する接続状態及び前記入力軸に伝達しない切断状態を切り替え可能なクラッチと、
    　前記入力軸の前記複数の歯車と常時噛み合う複数の歯車が遊転又は一体回転可能に配置される出力軸と、
    　前記入力軸及び前記出力軸の間に設けられた複数の変速段と前記複数の変速段のうちの１つの変速段を選択する変速段選択装置とを持つ変速機構と、
    　回転電機と、
    　を有する動力伝達装置であって、
    　更に、
    　前記入力軸の軸方向と軸方向が平行で、一体回転可能な伝達歯車が１以上及び前記出力軸に対して一体回転する前記複数の歯車のうち１つと常時噛合し遊転可能なアイドラギヤが配置される伝達軸と、
    　前記入力軸の軸方向と軸方向が平行で前記回転電機の回転軸である回転電機軸と、前記伝達歯車の１つと常時噛合し前記回転電機軸に対して一体回転可能な回転電機軸歯車と、前記回転電機軸に対して遊転し前記伝達軸に対して一体回転する歯車のうちの１つと常時噛合する減速歯車と、前記入力軸に対して一体回転する前記歯車の１つと常時噛合し前記回転電機軸及び前記減速歯車に対して遊転可能な入力軸伝達歯車と、前記アイドラギヤに常時噛合し前記回転電機軸及び前記減速歯車に対して遊転可能な出力軸伝達歯車と、前記減速歯車と一体回転し前記入力軸伝達歯車又は前記出力軸伝達歯車のどちらかに一体回転可能に係合する状態及びどちらにも係合しない状態を切替可能な動力切替装置と、を持つ、回転電機から出力されるトルクを増幅可能な減速手段と、
    　を有することを特徴とする動力伝達装置。

     
PCT/JP2010/006839 2009-11-26 2010-11-24 動力伝達装置 WO2011064986A1 (ja)

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EP10832839.4A EP2505408A4 (en) 2009-11-26 2010-11-24 DEVICE FOR MOTION POWER TRANSMISSION
US13/509,657 US20120312111A1 (en) 2009-11-26 2010-11-24 Power transmission apparatus
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