WO2011122136A1

WO2011122136A1 - Hybrid drive device

Info

Publication number: WO2011122136A1
Application number: PCT/JP2011/053114
Authority: WO
Inventors: 資巧吉村; 土屋　査大; 山下　貢; 神谷　美紗紀; 塚本　一雅; 都築　繁男; 尾崎　和久
Original assignee: アイシン・エィ・ダブリュ株式会社
Priority date: 2010-03-29
Filing date: 2011-02-15
Publication date: 2011-10-06
Also published as: JP2011207296A

Abstract

The disclosed hybrid drive device has a clutch, which can enable or prevent the transmission of power from an engine output shaft to an input member of a power transmission device, and a control device which engages/disengages the clutch. The clutch is always drive-coupled to wheels, regardless of a shift selector mode and whether a system switch is on or off. When in neutral mode (N) with the system switch on (SSW on), the control device disengages the clutch, allowing towing. On the other hand, when the vehicle is stopped with the system switch off (SSW off), regardless of mode, the control device engages the clutch, entering a parking state. This configuration allows both cost and size reduction and allows both a parking state and towing.

Description

Hybrid drive device

The present invention relates to a hybrid drive device that can drive a wheel with an engine and an electric motor, and more particularly, to a hybrid drive device that integrally incorporates an electric motor and a power transmission device that transmits the output of the engine to the wheel.

2. Description of the Related Art Conventionally, there is known a hybrid drive device that drives wheels by an engine and an electric motor, in which one electric motor and a continuously variable transmission are combined. In general, a continuously variable transmission for the hybrid drive device is composed of a pair of pulleys and a metal belt (or chain) wound around the pulleys, and the belt continuously variable by changing the effective diameter of the pulleys. A continuously variable transmission is used.

On the other hand, it is composed of a pair of conical friction wheels and a metal ring interposed between the friction wheels, and the ring is continuously moved by changing the contact portion between the friction wheels. A cone-ring type continuously variable transmission that changes speed is known (for example, see Patent Document 1).

JP 2006-501425 A (JP 2006-501425A)

In the case of a conventional hybrid drive device, a parking mechanism is provided to put the vehicle in a parking state. For this purpose, for example, a parking gear is drivingly connected to the friction output portion of the continuously variable transmission, and this gear and the parking pole are engaged to enter the parking state. Although the hybrid drive device is desired to be low in cost and compact, it is inevitable that the device is increased in size and cost as much as the parking mechanism is provided. On the other hand, for safety of the vehicle, it is not preferable that the parking state cannot be realized by omitting the parking mechanism. In addition, it is necessary to be able to tow the vehicle when an engine or the like fails.

In view of such circumstances, the present invention has been invented to realize a structure that can achieve cost reduction and downsizing, and that allows the vehicle to be parked and towed.

The present invention includes an input member (10) that is drivingly connected to an output shaft (5) of an engine, and an output member (4) that is drivingly connected to a wheel, and blocks the rotation of the input member (10). A power transmission device that continuously transmits to the output member (4) without doing
A clutch (6) capable of connecting and disconnecting power between the output shaft (5) of the engine and the input member (10);
An electric motor (2) drivingly connected to the power transmission device;
Based on the selection of one of the forward mode (D), reverse mode (R), and neutral mode (N), and on / off of the system switch (24), the clutch (6) is connected / disconnected. Control means (25) for controlling,
Between the input member-side clutch member (6b) of the clutch (6) and the wheel, the power is not cut off regardless of whether the mode and the system switch (24) are on or off, and the drive is connected.
When the system switch (24) is on and the mode is the neutral mode (N), the control means (25) disconnects the clutch (6), and the system switch (24) Is turned off and the rotation of the wheel is stopped, the clutch (6) is brought into a connected state regardless of the mode.
The hybrid drive apparatus is characterized by the above.

The power transmission device includes a friction input portion (13) that is drivingly connected to the input member (10), and a friction output portion (14) that is drivingly connected to the output member (4). By changing the contact position between the input unit (13) and the friction output unit (14), the friction input unit (13) is continuously rotated to transmit the friction input unit (14) to the friction output unit (14). It has a continuously variable transmission (3).

In the friction type continuously variable transmission (3), the friction input part (13) and the friction output part (14) are parallel to each other in the axis, and the large diameter part and the small diameter part are reversed in the axial direction. It is a cone ring type continuously variable transmission which is composed of a conical friction wheel and which is continuously variable by moving in an axial direction a ring (15) sandwiched between inclined surfaces facing each other.

In addition, although the code | symbol in the said parenthesis is for contrast with drawing, it does not have any influence on the structure as described in a claim by this.

According to the first aspect of the present invention, since it is not necessary to provide a separate parking mechanism, cost reduction and compactness can be achieved. In other words, if the rotation of the wheel is stopped (that is, the vehicle is stopped) and the system switch is OFF, the clutch is connected regardless of the mode. Since the clutch and the wheel are drivingly connected regardless of the mode and whether the switch is on or off, the engine and the wheel are drivingly connected to realize a parking state. As a result, it is not necessary to provide a separate parking mechanism in the hybrid drive device, and cost reduction and compactness can be achieved. On the other hand, since the clutch is disengaged when the system switch is on and the mode is the neutral mode, the vehicle can be pulled.

According to the second aspect of the present invention, the hybrid drive unit incorporating the friction type continuously variable transmission can reduce the cost and the size.

According to the third aspect of the present invention, even in a structure to which a cone ring type continuously variable transmission that is relatively large in the axial direction of the friction wheel is applied, there is no need to separately provide a parking mechanism. It is easy to reduce the dimensions and can be made compact.

The skeleton figure of the hybrid drive device concerning the embodiment of the present invention. The engagement table of the clutch of this embodiment. The flowchart which concerns on control of this embodiment.

A hybrid drive device to which the present invention is applied will be described with reference to the drawings. As shown in FIG. 1, the hybrid drive device 1 includes an electric motor 2, a cone ring type continuously variable transmission (friction type continuously variable transmission) 3, a differential device 4, an output shaft 5 of an engine (not shown), and a cone. A clutch 6 for connecting / disconnecting power to / from the ring type continuously variable transmission 3 and a gear transmission 7 are provided.

The electric motor 2 is supported at both ends of the motor output shaft 2a by a case (not shown) via a bearing 8 so as to be rotatable. A motor output gear 2b made of a gear (pinion) is formed on one side (right side in FIG. 1) of the motor output shaft 2a. The motor output gear 2 b meshes with an intermediate gear (gear) 11 that is an input gear provided on an input shaft 10 that is an input member via an idler gear (gear) 9.

The shaft 9a of the idler gear 9 is rotatably supported by bearings 12 at both ends of the case. Further, the idler gear 9 is arranged in a state of being partially overlapped with the electric motor 2 in a side view (when viewed from the axial direction). That is, the motor output gear 2b made of a pinion has a small diameter, the intermediate gear 11 of the input shaft 10 has a large diameter, and the gear ratio transmitted from the output gear (gear) 2b to the intermediate gear 11 via the idler gear 9 is increased. (Large reduction ratio) is possible.

The cone ring type continuously variable transmission 3 includes a conical friction wheel 13 that is a friction input portion, a conical friction wheel 14 that is a friction output portion, and a metal ring 15. The two

friction wheels

13 and 14 are arranged in parallel with each other so that the large-diameter portion and the small-diameter portion are opposite to each other in the axial direction, and the ring 15 is formed on the inclined surfaces facing the two

friction wheels

13 and 14. It is arranged so as to be sandwiched and surround one of the two friction wheels, for example, the input side friction wheel 13. A large thrust force acts on at least one of the two friction wheels, and the ring 15 is clamped by a relatively large clamping pressure based on this thrust force. Specifically, a pressing mechanism 17 having a wavy cam surface on the axially opposed surface is formed between the output side friction wheel 14 and the output shaft 16, and the output side friction is caused by the pressing mechanism 17. The vehicle 14 is caused to generate a thrust force in the direction of arrow D corresponding to the transmission torque. Then, a large pinching pressure is generated in the ring 15 between the input side friction wheel 13 supported in a direction opposite to the thrust force.

The input side friction wheel 13 is supported by the case on the large diameter side (left side in FIG. 1) through the roller bearing 18a, and the small diameter side (right side in FIG. 1) end is a tapered roller. It is supported by the case via a bearing 19a. The thrust force in the direction of arrow D from the output side friction wheel 14 acting on the input side friction wheel 13 via the ring 15 is carried by the tapered roller bearing 19a.

The output side friction wheel 14 is supported by the case at the small diameter side (left side in FIG. 1) through the roller bearing 18b, and the large diameter side (right side in FIG. 1) end is the roller bearing. It is supported by the case via 18c. The output shaft 16 in which the thrust force in the direction of arrow D described above is applied to the output side friction wheel 14 is supported by the case at the opposite end to the output side friction wheel 14 via a tapered roller bearing 19b. A reaction force of a thrust force acting on the output-side friction wheel 14 acts on the output shaft 16 in the counter arrow D direction, and the thrust reaction force is carried by the tapered roller bearing 19b.

The ring 15 is moved in the axial direction by an electric actuator 20 (A, axial movement means) such as a ball screw that is rotationally driven by a motor to change the contact position between the input side friction wheel 13 and the output side friction wheel 14. The rotation ratio between the input side friction wheel 13 and the output friction wheel 14 is continuously changed. The thrust force D corresponding to the transmission torque described above is canceled out in the integrated case via the tapered

roller bearings

19a and 19b, and does not require an equilibrium force as an external force such as hydraulic pressure.

A differential device 4 serving as an output member has a differential case 4a. A shaft orthogonal to the axial direction is attached to the inside of the differential case 4a, and

bevel gears

4b and 4b serving as differential carriers are engaged with the shaft. Axle shafts 4cl and 4cr that are drive-coupled to the left and right wheels are supported, and

bevel gears

4d and 4d that mesh with the differential carrier are fixed to the axle shafts. Further, a large-diameter differential ring gear (gear) 4e is attached to the outside of the differential case 4a. The diff ring gear 4e rotates around the central axis of the differential device 4 (the rotation axis of the axle shafts 4cl and 4cr). The continuously variable transmission output shaft 16 is formed with a gear (pinion) 16a, and the gear 16a is engaged with a diff ring gear 4e. Therefore, the output side friction wheel 14 is drivingly connected to the wheel via the pressing mechanism 17, the output shaft 16, the output gear 16 a, and the differential device 4.

Motor output gear (pinion) 2b, idler gear 9 and intermediate gear (gear) 11, continuously variable transmission output gear (pinion) 16a and diff ring gear (gear) 4e constitute a gear transmission 7. The motor output gear 2b and the diff ring gear 4e are arranged so as to overlap in the axial direction, and the intermediate gear 11 and the continuously variable transmission output gear 16a are further in the axial direction with the motor output gear 2b and the diff ring gear 4e. They are arranged to overlap. In addition, although a gear means the meshing rotation transmission means including a gear and a sprocket, in this embodiment, a gear transmission means the gear transmission which consists of all gears.

The input shaft 10 is rotatably supported by a bearing 21 at an intermediate portion of the input shaft 10. One end of the input shaft 10 is drivingly connected to the input side friction wheel 13 of the continuously variable transmission 3 by spline engagement or the like, and the other end side. Is interlocked with the output shaft 5 of the engine via the clutch 6. Therefore, the input side friction wheel 13 is drivingly connected to the output shaft 5 via the input shaft 10 and the clutch 6.

The motor output shaft 2a of the electric motor 2, the input shaft 10 and the input side friction wheel 13 arranged coaxially, the output side friction wheel 14 and its output shaft 16, left and right axle shafts 4cl and 4cr (the central shaft of the differential device 5) The idler gear shafts 9a are all arranged in parallel and supported by the case, and the gears (gears) 2b, 9, 11, 16a, 4e of the gear transmission 7 are respectively arranged. With respect to the gear transmission 7, the electric motor 2 and the continuously variable transmission 3 are arranged in one axial direction, and the engine is connected to the other. In the case of this embodiment, the continuously variable transmission 3 and the gear transmission 7 constitute a power transmission device. With this configuration, the power transmission device continuously transmits to the differential device 4 without interrupting the rotation of the input shaft 10.

The clutch 6 includes an engine-side clutch member 6a that is drivingly connected to the output shaft 5 of the engine, and a transmission-side clutch member (input member-side clutch member) 6b that is drivingly connected to the input shaft 10. By driving the lever 6c, the friction members of both the

clutch members

6a and 6b are brought into contact with and separated from each other, and the power can be disconnected and connected. Moreover, both the

clutch members

6a and 6b are urged | biased by the direction contact | abutted by the spring not shown. The lever 6 c is driven by the electric actuator 22. The electric actuator 22 includes a motor, a worm formed on the output shaft of the motor, a worm wheel meshing with the worm, and a rod connected to a part of the worm wheel. The rod is connected to the lever 6c. When the lever 6c is driven, the motor is rotated to rotate the worm wheel by meshing the worm and the worm wheel. Then, the rod connected to the worm wheel is moved to drive the lever 6c connected to the load.

When the clutch 6 is in the connected state, the lever 6c is driven by the electric actuator 22, and the friction members of both the

clutch members

6a and 6b are brought into contact with each other by the biasing force of the spring. Thereby, the output shaft 5 and the input shaft 10 of the engine are drivingly connected. On the other hand, when the clutch 6 is disengaged, the lever 6c is driven by the electric actuator 22 to separate the friction members of both the

clutch members

6a and 6b against the biasing force of the spring. Thereby, power is cut between the output shaft 5 and the input shaft 10 of the engine. Further, the disconnected state is maintained even when the power supply to the motor is stopped by the meshing of the worm and the worm wheel.

Further, the electric actuator (A) 22 for connecting / disconnecting the clutch 6 is controlled by a control device (C) 25 as control means. The control device 25 is configured to select a mode selected by the shift selector 23 which is a mode selection means capable of selecting a forward mode (D range), a reverse mode (R range), and a neutral mode (N range), an ignition switch of the vehicle, and a start The connection / disconnection of the clutch 6 is controlled based on on / off of a system switch (SSW) 24 such as a button.

Further, as is clear from the above description and FIG. 1, no mechanism for cutting the power of the clutch or the like is provided between the clutch 6 and the wheel. Therefore, the transmission side clutch member 6b of the clutch 6 and the wheels are connected without being cut off regardless of the mode selected by the shift selector 23 and the on / off state of the system switch 24.

Next, the operation of the hybrid drive device 1 described above will be described. In the hybrid drive device 1, the other end of the case is coupled to an internal combustion engine, and the output shaft 5 of the engine is used in conjunction with an input shaft 10 via a clutch 6. The rotation of the input shaft 10 to which power from the engine is transmitted is transmitted to the input side friction wheel 13 of the cone ring type continuously variable transmission 3 via a spline, and further transmitted to the output side friction wheel 14 via a ring 15. Is done.

At this time, a large contact pressure acts between the

friction wheels

13, 14 and the ring 15 due to the thrust force in the direction of arrow D acting on the output side friction wheel 14, and the space where these members are present is for traction. Since the oil is filled, an extreme pressure state in which an oil film of the traction oil is interposed between the two friction wheels and the ring. In this state, since the traction oil has a large shearing force, power is transmitted between the friction wheels and the ring by the shearing force of the oil film. Accordingly, the friction wheel and the ring can be transmitted without slipping, while the friction wheel and the ring are in contact with each other, and the ring 15 is smoothly moved in the axial direction. The contact position is changed to change continuously.

The rotation of the continuously variable speed output side friction wheel 14 is caused by a differential case 4a of the differential device 4 via an output shaft 16, an output gear 16a, and a differential ring gear 4e connected to the output side friction wheel 14 by a pressing mechanism 17 or the like. The power is distributed to the left and right axle shafts 4cl and 4cr to drive the wheels (front wheels).

On the other hand, the power of the electric motor 2 is transmitted to the input shaft 10 through the motor output gear 2b, the idler gear 9 and the intermediate gear 11. As described above, the rotation of the input shaft 10 is continuously variable via the cone ring type continuously variable transmission 3 and further transmitted to the differential device 4 via the output gear 16a and the differential ring gear 4e. . The motor output gear 2b, the differential ring gear 4e, the gear transmission 7 comprising the

gears

9, 11, 16a, and the

bevel gears

4b, 4d are oil-tight with the space where the cone ring type continuously variable transmission 3 is disposed. It is partitioned and accommodated in a single gear space filled with lubricating oil, and when the gears are engaged, the lubricating oil is interposed to smoothly transmit power. At this time, the differential ring gear 4e disposed in the lower position of the gear space, in combination with the large-diameter gear, scoops up the lubricating oil to the other gears (gears) 2b, 9, 11, 16a. Supply a reliable and sufficient amount of lubricating oil.

Further, when the hybrid drive device 1 travels forward only by the electric motor 1, the clutch 6 is disengaged and the electric motor 2 is driven to rotate so that the

gears

2b, 9, 11, 16a, 4e and the cone ring are driven. The power of the electric motor 2 is transmitted to the differential device 4 via the type continuously variable transmission 3 to rotate the wheels in the forward direction. On the other hand, when driving in the reverse mode, the clutch 6 is disengaged, and the electric motor 2 is rotationally driven in the opposite direction to that in the forward mode, so that the

gears

2b, 9, 11, 16a and the cone ring type continuously variable transmission are provided. The power of the electric motor 2 is transmitted to the differential device 4 through 3 to rotate the wheels in the reverse direction.

Such an operation mode of the engine and electric motor, that is, an operation mode as the hybrid drive device 1 can be variously adopted as necessary. As an example, when the vehicle starts, the clutch 6 is disconnected and the engine is stopped, and the engine is started only by the torque of the electric motor 2. When the vehicle reaches a predetermined speed, the engine is started and the clutch 6 is connected to power the engine and the electric motor. When the cruising speed is reached, the electric motor is set to the free rotation or regenerative mode and travels only by the engine. During deceleration and braking, the electric motor is regenerated to charge the battery. Further, the clutch 6 may be used as a starting clutch, and may be used so as to start using the motor torque as an assist by the power of the engine.

The connection (engagement) and disconnection (non-engagement) of the clutch 6 in this embodiment will be described with reference to FIG. The control device 25 controls connection / disconnection of the clutch 6 based on the engagement table of FIG. In FIG. 2, “◯” indicates a state where the clutch 6 is engaged, and “X” indicates a state where the clutch 6 is not engaged. First, when the forward mode (D range) is selected while the system switch 24 is running with the system switch 24 turned on (SSWon), the clutch 6 is connected or disconnected (○ or × )I do. Further, when the neutral mode (N range) is selected in this state, the clutch 6 is disengaged so that power transmission between the engine and the wheels is not performed. Further, when the vehicle travels in the reverse mode (R range), the clutch 6 is disengaged and the electric motor 2 is driven to move backward. On the other hand, when the system switch 24 is turned off (SSWoff) in any of the forward and reverse modes of traveling, the clutch 6 is disengaged. This is to prevent the engine from stopping and the engine brake from acting suddenly. The clutch 6 is also disengaged when the system switch 24 is turned off in the neutral mode.

Next, when the vehicle is stopped, that is, when the wheel is not rotating, the clutch 6 is connected / disconnected as shown in the left column of FIG. In the present embodiment, the control device 25 determines whether or not the vehicle is stopped based on a signal from the sensor (S) 26 that detects the rotational speed of the wheel. First, when the system switch 24 is on (SSWon), the clutch 6 is disengaged in all modes. In particular, when the system switch 24 is on and the neutral mode is selected, the clutch 6 is disengaged. In this embodiment, since the system switch 24 is on even in this state, power is supplied to the electric actuator 22 and the disconnected state of the clutch 6 is reliably maintained. In this embodiment, the power supply to the electric actuator 22 may be stopped in this state. That is, as described above, the drive mechanism that drives the lever of the clutch 6 of the electric actuator 22 is constituted by a worm and a worm wheel. Can be maintained. However, as long as the power supply to the electric actuator 22 is supplied even in the above-described state, a configuration in which the disconnected state cannot be maintained when the power supply is stopped can be employed as the above-described drive mechanism.

On the other hand, if the system switch 24 is OFF, the clutch 6 is brought into the connected state regardless of the mode. After the system switch 24 is turned off and the clutch 6 is in the connected state, the system power supply except for the power supply to the necessary parts of the vehicle is shut down, and the power supply to the electric actuator 22 that drives the clutch 6 is also stopped. The clutch 6 is maintained in the connected state by the biasing force of the spring.

Such a control flow will be described with reference to FIG. First, when the system switch 24 is not turned off in S1 (when it is on), the shift selector 23 checks whether or not the neutral mode (N range) is selected (S2). When the neutral mode is not selected (when the forward mode or the reverse mode is selected), the clutch 6 is connected / disconnected according to the travel control (S3). On the other hand, when the neutral mode is selected in S2, the clutch 6 is disengaged (S4). If the system switch 24 is turned off in S1, it is confirmed whether or not the vehicle is stopped (S5). When the vehicle is not stopped (when traveling), the clutch 6 is disengaged (S4). On the other hand, when the vehicle is stopped in S5, the clutch 6 is brought into a connected state (S6). Then, the system power supply is shut down while maintaining the clutch 6 connected (S7).

According to the present embodiment as described above, it is not necessary to provide a separate parking mechanism, so that the cost and the size can be reduced. That is, if the rotation of the wheel is stopped (that is, the vehicle is stopped) and the system switch 24 is OFF, the clutch 6 is connected regardless of the mode. As described above, since the clutch 6 and the wheel are drivingly connected regardless of the mode and the on / off state of the switch, the engine and the wheel are drivingly connected to realize a parking state. As a result, it is not necessary to provide a separate parking mechanism in the hybrid drive device 1, and cost reduction and compactness can be achieved. In the case of the present embodiment, it is not necessary to provide a parking range for the shift selector 23. On the other hand, since the clutch 6 is disengaged when the system switch 24 is on and the mode is the neutral mode, the vehicle can be pulled.

That is, in the present embodiment, when the vehicle is stopped and parked, the system switch 24 is turned off, and the shift selector 23 selects one of the D range, N range, and R range. Thereby, a wheel and an engine are connected and a parking state is realized. In other words, the parking state can be achieved simply by turning off the system switch 24. As a result, an operation error by the driver can be made difficult to occur. On the other hand, when the vehicle is towed, the system switch 24 is turned on and the shift selector 23 selects the N range. If the system switch 24 is in the ON state, it is only necessary to select the N range. Thereby, a wheel and an engine are cut | disconnected and a vehicle can be pulled. If power is supplied to the electric actuator 22 with the system switch 24 turned on, as described above, the disconnected state of the clutch 6 is reliably maintained regardless of the configuration of the drive mechanism of the electric actuator 22 that drives the clutch 6. it can.

In the present embodiment, the present invention is applied to the hybrid drive device 1 incorporating the cone ring type continuously variable transmission 3 that becomes relatively large in the axial direction of the

friction wheels

13, 14. In addition, since it is not necessary to separately provide a parking mechanism, the axial dimension can be reduced. As a result, even a structure to which the cone ring continuously variable transmission 3 is applied can be made compact.

In the above-described embodiment, the structure using only the gear as the gear transmission has been described. However, the gear transmission may have a structure in which a sprocket (chain gear) and a chain are combined in addition to the gear, or may be an appropriate combination of this structure and the gear. In any case, a clutch capable of connecting / disconnecting power between the output shaft of the engine and the input member of the power transmission device is provided, and an electric motor is drivingly connected to the power transmission device between the clutch and the wheel. Further, a clutch for cutting power is not provided between the clutch and the wheel so that power is not cut regardless of mode selection by the shift selector and whether the system switch is turned on or off.

In the above-described embodiment, the cone ring type friction continuously variable transmission is used as the continuously variable transmission. However, the present invention is not limited to this, and the ring is disposed so as to surround both of the two conical friction wheels. Continuously variable transmission (ring cone type) that has two conical friction wheels, a continuously variable transmission in which a friction wheel that contacts both friction wheels and moves in the axial direction is interposed, spherical shape such as toroidal A continuously variable transmission using a friction wheel, and an input-side and an output-side friction disk arranged between a pair of sheaves biased in a direction approaching each other so as to be sandwiched between pulley-type friction wheels Other friction type continuously variable transmissions such as a continuously variable transmission that moves and shifts so as to change the distance between the axes of both friction disks may be used.

Further, the transmission path of the gear transmission is configured to pass through the continuously variable transmission. However, the present invention is not limited to this, and the rotation of the electric motor is transmitted to the differential ring gear 4e without passing through the continuously variable transmission. You may make it do. For example, the intermediate gear 11 is rotatably supported by the input shaft 10, and the rotation of the intermediate gear is transmitted to the continuously variable transmission output shaft 16 directly or via an idler gear. That is, the electric motor only needs to be provided in the power transmission path between the clutch and the wheel, and the electric motor may not be connected to the input side friction wheel 13 as described above.

The hybrid drive device according to the present invention can be used in various drive devices such as various transport devices such as automobiles, industrial devices, and production machines.

DESCRIPTION OF SYMBOLS 1 Hybrid drive device 2 Electric motor 3 Friction type (cone ring type) continuously variable transmission 4 Output member (differential device)
5 Engine output shaft 6 Clutch 6b Input member side clutch member (transmission side clutch member)
7 Gear transmission 10 Input member (input shaft)
13 Friction input part (friction wheel)
14 Friction output part (friction wheel)
23 Shift selector 24 System switch 25 Control means (control device)
26 Wheel speed sensor

Claims

A power transmission device having an input member drivingly connected to an output shaft of the engine and an output member drivingly connected to a wheel, and continuously transmitting the output member to the output member without interrupting rotation of the input member; ,
A clutch capable of connecting and disconnecting power between the output shaft of the engine and the input member;
An electric motor drivingly coupled to the power transmission device;
Control means for controlling connection / disengagement of the clutch based on selection of a forward mode, reverse mode, neutral mode, and on / off of a system switch;
Between the input member side clutch member of the clutch and the wheel, the power is not cut off regardless of whether the mode and the system switch are turned on or off, and are connected.
When the system switch is on and the mode is the neutral mode, the control means is in a state in which the clutch is disengaged, the system switch is off, and rotation of the wheel is stopped. In this case, the clutch is engaged regardless of the mode.
A hybrid drive device characterized by that.
The power transmission device includes a friction input unit that is drivingly connected to the input member, and a friction output unit that is drivingly connected to the output member, and changes a contact position between the friction input unit and the friction output unit. A friction type continuously variable transmission that continuously changes the rotation of the friction input unit and transmits the rotation to the friction output unit;
The hybrid drive device according to claim 1, wherein:
The friction type continuously variable transmission includes a conical friction wheel in which the friction input portion and the friction output portion are arranged so that their axes are parallel to each other and the large diameter portion and the small diameter portion are reversed in the axial direction. It is a cone ring type continuously variable transmission that shifts in the axial direction by moving a ring sandwiched between the inclined surfaces facing these two friction wheels in an axial direction.
The hybrid drive device according to claim 2, wherein