WO2011125446A1 - 車両用駆動装置 - Google Patents
車両用駆動装置 Download PDFInfo
- Publication number
- WO2011125446A1 WO2011125446A1 PCT/JP2011/056313 JP2011056313W WO2011125446A1 WO 2011125446 A1 WO2011125446 A1 WO 2011125446A1 JP 2011056313 W JP2011056313 W JP 2011056313W WO 2011125446 A1 WO2011125446 A1 WO 2011125446A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- gear
- reverse
- speed
- shaft
- input shaft
- Prior art date
Links
Images
Classifications
-
- 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
- B60K6/50—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
- 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
- B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19014—Plural prime movers selectively coupled to common output
-
- 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
- Y10T74/19228—Multiple concentric clutch shafts
-
- 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
- Y10T74/19233—Plurality of counter shafts
-
- 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
- Y10T74/19377—Slidable keys or clutches
- Y10T74/19386—Multiple clutch shafts
- Y10T74/19405—Multiple forward and reverse
Definitions
- the present invention relates to a vehicle drive device including an internal combustion engine and an electric motor.
- the vehicle drive device 200 of Patent Document 1 is connected to an electric motor 210 and is selectively connected to an internal combustion engine output shaft 204 by a first connecting / disconnecting means 205.
- the second input shaft 202b selectively connected to the internal combustion engine output shaft 204 by the second connecting / disconnecting means 206, the output shaft 203 for outputting power to the driven part, and the first input shaft 202a are arranged on the first input shaft 202a.
- a first gear group composed of a plurality of gears selectively connected to the first input shaft 202a via the first synchronization device 230, 231 and a second synchronization device 216, 217 disposed on the second input shaft 202b.
- a second gear group comprising a plurality of gears selectively connected to the second input shaft 202b, and a plurality of gears disposed on the output shaft 203 and meshing with the gears of the first gear group and the second gear group. 3rd gi And a second input shaft 202b to which the electric motor 210 is not connected is selectively coupled to the second input shaft 202b via the second synchronizer 217.
- a gear stage R is provided.
- the present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle drive device capable of selecting a plurality of gears even in reverse traveling.
- an internal combustion engine for example, an engine 6 in an embodiment described later
- An electric motor for example, a motor 7 in an embodiment described later
- a first input shaft connected to the electric motor and selectively connected to the internal combustion engine via first connecting / disconnecting means (for example, a first clutch 41 of the embodiment described later), for example, A first main shaft 11) and a second input shaft (for example, in an embodiment described later) selectively connected to the internal combustion engine via a second connecting / disconnecting means (for example, a second clutch 42 in an embodiment described later).
- a first switching device for example, a lock mechanism 61, a first shift shifter 51, a first odd speed shifter 51A, a second odd speed shifter 51B, which is described later
- a plurality selectively coupled to the first input shaft A first gear group composed of gears (for example, a planetary gear mechanism 30, a third-speed drive gear 23a, a fifth-speed drive gear 25a, and a seventh-speed drive gear 97a in an embodiment described later), and the second input
- the second input shaft is arranged via a second switching device (for example, a second shift shifter 52, a first even shift shifter 52A, and a second even shift shifter 52B in an embodiment described later) disposed on the shaft.
- a second gear group composed of a plurality of gears selectively connected to each other (for example, a second speed drive gear 22a, a fourth speed drive gear 24a, and a sixth speed drive gear 96a in an embodiment described later);
- a third gear comprising a third common driven gear 96b).
- a vehicle drive device e.g., vehicle drive device 1, 1A, 1B according to an embodiment described later
- a transmission mechanism e.g., a transmission 20, 20A according to an embodiment described later).
- the speed change mechanism is connected to the second input shaft and is connected to the first input shaft selectively via a third switching device (for example, a reverse shifter 53 in an embodiment described later).
- a gear stage (for example, a reverse gear stage 28 in an embodiment described later) is provided,
- the first input shaft can be reversely rotated with the power of at least one of the internal combustion engine and the electric motor to reversely rotate when the vehicle is traveling forward, and a plurality of gears of the first gear group are selected by the first switching device It is possible.
- the invention of Claim 2 is By connecting the third switching device and fastening the second connecting / disconnecting means, the vehicle travels in reverse with the power of the internal combustion engine.
- the invention of Claim 3 is During reverse running with the power of the internal combustion engine, the electric motor can be driven in reverse to that during forward running to add the power of the electric motor.
- the invention described in claim 4 The first and second connecting / disconnecting means are opened, and the electric motor is reversely driven when traveling forward, whereby EV reverse traveling is performed.
- the first input shaft includes an air conditioner compressor (for example, an air conditioner compressor 112A and an electric air conditioner compressor 112B according to an embodiment described later) that allows only rotation during forward travel of the first input shaft.
- an air conditioner compressor for example, an air conditioner compressor 112A and an electric air conditioner compressor 112B according to an embodiment described later
- the air conditioner clutch is disengaged so that the reverse rotation of the first input shaft is not transmitted to the air conditioner compressor and the air conditioner compressor is idled.
- the invention of Claim 6 adds to the structure of Claim 4, During EV reverse running, the internal combustion engine is driven with the first and second connecting / disconnecting means open.
- the transmission mechanism is provided with a reverse shaft (for example, a reverse shaft 17 in an embodiment described later) disposed in parallel with the first and second input shafts,
- the reverse shaft is provided with a reverse drive gear (for example, a reverse drive gear 28a in an embodiment described later) that is selectively connected to the reverse shaft via the third switching device.
- the first input shaft is provided with a reverse driven gear (for example, a reverse driven gear 28b in an embodiment described later) that is engaged with the reverse drive gear and attached to rotate integrally with the first input shaft.
- the reverse shaft is connected to the second input shaft via an idle gear stage (for example, a first idle gear stage 27A and a second idle gear stage 27B in an embodiment described later).
- an optimum gear can be selected from a plurality of gears in one gear group.
- the reverse running by the internal combustion engine can be assisted by the electric motor. Thereby, high torque can be obtained even in reverse running that climbs a steep slope.
- EV reverse running can be performed and fuel consumption can be improved.
- the vehicle drive device of claim 5 it is possible to use an inexpensive scroll compressor that allows only one-way rotation, and even if the scroll compressor is used, the air conditioner is not transmitted to the reverse.
- the scroll compressor can be used safely by releasing the clutch. Further, the load can be reduced by opening the clutch for the air conditioner, and traveling torque can be secured even when torque is required.
- the reverse traveling is often used by switching for parking that frequently repeats forward and reverse, and at the time of forward traveling, the first connecting / disconnecting means is fastened and regenerated by the electric motor.
- the second connection / disconnection means can be engaged to use the internal combustion engine.
- the reverse traveling is performed via the idle gear stage in addition to the reverse gear stage and the first gear group, a larger transmission gear ratio can be obtained.
- FIG. 1 It is sectional drawing which shows the vehicle drive device of 1st Embodiment of this invention. It is a schematic block diagram of the vehicle drive device of FIG. It is a figure which shows the transmission condition of the torque of the vehicle drive device at the time of reverse driving
- FIG. 10 is a diagram showing a state of torque transmission of the vehicle drive device shown in FIG. 9 during reverse running by the engine power with the lock mechanism 61 connected.
- FIG. 10 is a diagram showing a state of torque transmission of the vehicle drive device shown in FIG. 9 during reverse running by the power of the engine in a state where the first odd speed shifter 51A is connected to the third speed connection position.
- FIG. 10 is a diagram showing a state of transmission of torque of the vehicle drive device shown in FIG. 9 during reverse running by the power of the engine in a state where the second odd speed shifter 51B is connected.
- FIG. 10 is a diagram showing a state of transmission of torque of the vehicle drive device shown in FIG.
- FIG. 9 is a diagram at the time of reverse running by the power of the motor in the vehicle drive device of FIG. 9, (a) is a speed alignment chart, and (b) is a torque transmission state of the vehicle drive device shown in FIG. 9.
- FIG. 1 is a schematic diagram of a vehicle drive device of Patent Document 1.
- a hybrid vehicle drive device 1 (hereinafter referred to as a vehicle drive device) of the present embodiment drives drive wheels DW and DW (driven parts) via drive shafts 9 and 9 of a vehicle (not shown).
- the engine 6 is, for example, a gasoline engine or a diesel engine.
- the crankshaft 6a of the engine 6 includes a first clutch 41 (first connecting / disconnecting means) and a second clutch (second connecting / disconnecting means) of the transmission 20. Is provided.
- the motor 7 is a three-phase brushless DC motor, and includes a stator 71 composed of 3n armatures 71a, and a rotor 72 arranged to face the stator 71.
- Each armature 71a includes an iron core 71b and a coil 71c wound around the iron core 71b.
- the armature 71a is fixed to a casing (not shown) and is arranged at substantially equal intervals in the circumferential direction around the rotation axis. Yes.
- the 3n coils 71c constitute n sets of U-phase, V-phase, and W-phase three-phase coils.
- the rotor 72 has an iron core 72a and n permanent magnets 72b arranged at almost equal intervals around the rotation axis, and the polarities of two adjacent permanent magnets 72b are different from each other.
- the fixing portion 72c for fixing the iron core 72a has a hollow cylindrical shape, is disposed on the outer peripheral side of the ring gear 35 of the planetary gear mechanism 30 described later, and is connected to the sun gear 32 of the planetary gear mechanism 30. Accordingly, the rotor 72 is configured to rotate integrally with the sun gear 32 of the planetary gear mechanism 30.
- the planetary gear mechanism 30 includes a sun gear 32, a ring gear 35 that is arranged coaxially with the sun gear 32 and that surrounds the sun gear 32, and a planetary gear 34 that meshes with the sun gear 32 and the ring gear 35. And a carrier 36 that supports the planetary gear 34 so as to be capable of rotating and revolving. In this way, the sun gear 32, the ring gear 35, and the carrier 36 are configured to be differentially rotatable with respect to each other.
- the ring gear 35 is provided with a lock mechanism 61 (first synchronization device) having a synchronization mechanism (synchronizer mechanism) and configured to stop (lock) the rotation of the ring gear 35.
- a friction engagement device using a brake or a sleeve may be used.
- the transmission 20 is a so-called twin clutch transmission including the first clutch 41 and the second clutch 42, the planetary gear mechanism 30, and a plurality of transmission gear groups described later.
- the transmission 20 includes a first main shaft 11 (first input shaft) disposed on the same axis (rotation axis A1) as the crank shaft 6a of the engine 6, a second main shaft 12, and a connecting shaft 13.
- a counter shaft 14 output shaft rotatable around a rotation axis B1 arranged in parallel with the rotation axis A1, and a first intermediate rotatable around a rotation axis C1 arranged in parallel with the rotation axis A1.
- a second intermediate shaft 16 (second input shaft) rotatable around a rotation axis D1 arranged in parallel with the rotation axis A1, and a rotation axis E1 arranged in parallel with the rotation axis A1 Is provided with a rotatable reverse shaft 17.
- the first main shaft 11 is provided with a first clutch 41 on the engine 6 side, and a sun gear 32 of the planetary gear mechanism 30 and a rotor 72 of the motor 7 are attached to the opposite side of the engine 6 side. Accordingly, the first main shaft 11 is selectively connected to the crankshaft 6 a of the engine 6 by the first clutch 41 and directly connected to the motor 7 so that the power of the engine 6 and / or the motor 7 is transmitted to the sun gear 32. It is configured.
- the second main shaft 12 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the engine 6 side.
- the second main shaft 12 is provided with a second clutch 42 on the engine 6 side, and an idle drive gear 27a is integrally attached to the opposite side to the engine 6 side. Accordingly, the second main shaft 12 is selectively connected to the crankshaft 6a of the engine 6 by the second clutch 42, and the power of the engine 6 is transmitted to the idle drive gear 27a.
- the connecting shaft 13 is configured to be shorter and hollow than the first main shaft 11, and is disposed so as to be relatively rotatable so as to cover the periphery of the first main shaft 11 on the side opposite to the engine 6 side. Further, a third speed drive gear 23 a is integrally attached to the connecting shaft 13 on the engine 6 side, and a carrier 36 of the planetary gear mechanism 30 is integrally attached to the opposite side of the engine 6 side. Therefore, the carrier 36 attached to the connecting shaft 13 and the third-speed drive gear 23a are configured to rotate integrally by the revolution of the planetary gear 34.
- the first main shaft 11 is provided with a fifth speed drive gear 25 a that is rotatable relative to the first main shaft 11 and a reverse driven gear 28 b that rotates integrally with the first main shaft 11. Further, a first main shaft 11 and a third speed drive gear 23a or a fifth speed drive gear 25a are connected or released between the third speed drive gear 23a and the fifth speed drive gear 25a.
- a shift shifter 51 (first synchronization device) is provided. When the first speed-shifting shifter 51 is in-gear at the third speed connection position, the first main shaft 11 and the third speed drive gear 23a are connected to rotate integrally and in-gear at the fifth speed connection position.
- the first main shaft 11 and the fifth speed drive gear 25a rotate integrally, and when the first speed change shifter 51 is in the neutral position, the first main shaft 11 has the third speed drive gear 23a and the fifth speed drive gear 25a. It rotates relative to the drive gear 25a.
- the sun gear 32 attached to the first main shaft 11 and the carrier 36 connected to the third speed drive gear 23a by the connecting shaft 13 are provided.
- the ring gear 35 While rotating integrally, the ring gear 35 also rotates together, and the planetary gear mechanism 30 is united. Further, when the first shifter 51 is in the neutral position and the aforementioned lock mechanism 61 is connected, the ring gear 35 is locked and the rotation of the sun gear 32 is decelerated and transmitted to the carrier 36.
- a first idle driven gear 27b that meshes with an idle drive gear 27a attached to the second main shaft 12 is integrally attached to the first intermediate shaft 15.
- the second intermediate shaft 16 is integrally attached with a second idle driven gear 27c that meshes with the first idle driven gear 27b attached to the first intermediate shaft 15.
- the second idle driven gear 27c constitutes the first idle gear stage 27A together with the idle drive gear 27a and the first idle driven gear 27b described above.
- the second intermediate shaft 16 is rotatable relative to the second intermediate shaft 16 at positions corresponding to the third speed drive gear 23a and the fifth speed drive gear 25a provided around the first main shaft 11, respectively.
- a second speed drive gear 22a and a fourth speed drive gear 24a are provided.
- the second intermediate shaft 16 includes a second intermediate shaft 16 and a second speed drive gear 22a or a fourth speed drive gear 24a between the second speed drive gear 22a and the fourth speed drive gear 24a.
- a second shifter 52 (second synchronizer).
- the second shifter 52 shifts in-gear at the second speed connection position
- the second intermediate shaft 16 and the second speed drive gear 22a rotate together
- the second shifter 52 shifts to the fourth speed.
- the second intermediate shaft 16 and the fourth-speed drive gear 24a rotate together.
- the second shifter shifter 52 is in the neutral position
- the second intermediate shaft 16 moves to the second speed.
- the drive gear 22a and the fourth speed drive gear 24a rotate relative to each other.
- a first shared driven gear 23b, a second shared driven gear 24b, a parking gear 21, and a final gear 26a are integrally attached to the counter shaft 14 in order from the side opposite to the engine 6 side.
- the first shared driven gear 23b meshes with the third speed drive gear 23a attached to the connecting shaft 13 to form the third speed gear pair 23 together with the third speed drive gear 23a
- the second speed gear pair 22 is configured together with the second speed drive gear 22a by meshing with the second speed drive gear 22a provided on the intermediate shaft 16.
- the second shared driven gear 24b meshes with the fifth speed drive gear 25a provided on the first main shaft 11 to form the fifth speed gear pair 25 together with the fifth speed drive gear 25a, and the second intermediate shaft.
- a third idle driven gear 27d that meshes with the first idle driven gear 27b attached to the first intermediate shaft 15 is integrally attached to the reverse shaft 17.
- the third idle driven gear 27d constitutes a second idle gear stage 27B together with the idle drive gear 27a and the first idle driven gear 27b described above.
- the reverse shaft 17 is provided with a reverse drive gear 28 a that meshes with a reverse driven gear 28 b attached to the first main shaft 11 so as to be rotatable relative to the reverse shaft 17.
- the reverse drive gear 28a and the reverse driven gear 28b constitute a reverse gear stage 28.
- a reverse shifter 53 (third synchronization device) for connecting or releasing the reverse shaft 17 and the reverse drive gear 28a is provided on the opposite side of the reverse drive gear 28a from the engine 6 side.
- first shifter 51, the second shifter 52, and the reverse shifter 53 use a clutch mechanism having a synchronization mechanism (synchronizer mechanism) that matches the rotational speed of the shaft to be connected to the gear.
- the transmission 20 configured as described above has an odd-numbered gear group consisting of a third speed drive gear 23a and a fifth speed drive gear 25a on the first main shaft 11, which is one of the two transmission shafts.
- a first gear group) and an even-stage gear group (first gear group) composed of a second-speed drive gear 22a and a fourth-speed drive gear 24a on the second intermediate shaft 16, which is the other of the two transmission shafts. 2 gear groups) are provided.
- the vehicle drive device 1 is further provided with an air conditioner compressor 112A and an oil pump 122.
- the oil pump 122 is disposed on an oil pump auxiliary machine shaft 19 arranged in parallel with the rotation axis A1 to E1. It is attached so as to be rotatable together with the auxiliary machine shaft 19.
- An oil pump driven gear 28c meshing with the reverse drive gear 28a and an air conditioner drive gear 29a are attached to the oil pump auxiliary shaft 19 so as to be integrally rotatable, and the engine 6 that rotates the first main shaft 11 and // The power of the motor 7 is transmitted.
- the air conditioner compressor 112A is provided on the air conditioner auxiliary shaft 18 arranged in parallel with the rotation axes A1 to E1 via the air conditioner clutch 121.
- An air conditioner driven gear 29b to which power is transmitted from an air conditioner drive gear 29a via a chain 29c is attached to the air conditioner auxiliary shaft 18 so as to be integrally rotatable with the air conditioner auxiliary shaft 18, and an oil pump auxiliary shaft 19 is provided.
- the power of the engine 6 and / or the motor 7 is transmitted through an air conditioner transmission mechanism 29 including an air conditioner drive gear 29a, a chain 29c, and an air conditioner driven gear 29b.
- the air conditioner compressor 112A is configured to be able to cut off the transmission of power by opening the air conditioner clutch 121 by an air conditioner operating solenoid (not shown).
- the vehicle drive device 1 of the present embodiment has the following first to fifth transmission paths.
- the crankshaft 6a of the engine 6 includes the first main shaft 11, the planetary gear mechanism 30, the connecting shaft 13, and the third speed gear pair 23 (third speed drive gear 23a, first common use).
- This is a transmission path connected to the drive wheels DW and DW via the driven gear 23b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.
- the reduction gear ratio of the planetary gear mechanism 30 is set so that the engine torque transmitted to the drive wheels DW and DW via the first transmission path corresponds to the first speed. That is, the reduction ratio obtained by multiplying the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third speed gear pair 23 is set to be equivalent to the first speed.
- the crankshaft 6a of the engine 6 has the second main shaft 12, the first idle gear stage 27A (the idle drive gear 27a, the first idle driven gear 27b, the second idle driven gear 27c), the second 2 intermediate shaft 16, second speed gear pair 22 (second speed drive gear 22a, first shared driven gear 23b) or fourth speed gear pair 24 (fourth speed drive gear 24a, second shared driven gear) 24b), a transmission path connected to the drive wheels DW and DW via the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.
- the crankshaft 6a of the engine 6 is used for the first main shaft 11, the third speed gear pair 23 (the third speed drive gear 23a, the first shared driven gear 23b) or the fifth speed.
- the gear pair 25 (the fifth speed drive gear 25a and the second shared driven gear 24b)
- the counter shaft 14 the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9, without the planetary gear mechanism 30.
- the motor 7 is connected to the planetary gear mechanism 30 or the third speed gear pair 23 (third speed drive gear 23a, first shared driven gear 23b) or fifth speed gear pair 25 ( 5th speed drive gear 25a, second shared driven gear 24b), counter shaft 14, final gear 26a, differential gear mechanism 8, and drive shafts 9 and 9 are connected to drive wheels DW and DW. It is.
- the crankshaft 6a of the engine 6 has the second main shaft 12, the second idle gear stage 27B (idle drive gear 27a, first idle driven gear 27b, third idle driven gear 27d), reverse Shaft 17, reverse gear stage 28 (reverse drive gear 28a, reverse driven gear 28b), planetary gear mechanism 30 or third speed gear pair 23 (third speed drive gear 23a, first shared driven gear 23b)
- the counter shaft 14 via the fifth speed gear pair 25 (the fifth speed drive gear 25a and the second shared driven gear 24b), the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9, the drive wheels
- This is a transmission path connected to DW and DW.
- the motor 7 is connected to the battery 3 via a control device that performs various controls of the entire vehicle, and power supply from the battery 3 and energy regeneration to the battery 3 are performed. This is done via a control device. That is, the motor 7 is driven by the electric power supplied from the battery 3 via the control device, and performs regenerative power generation by the rotation of the drive wheels DW and DW and the power of the engine 6 during the decelerating running, Charging (energy recovery) can be performed.
- control device includes an acceleration request, a braking request, an engine speed, a motor speed, a motor temperature, a speed of the first and second main shafts 11 and 12, a speed of the counter shaft 14 and the like, a vehicle speed, a shift position, an SOC. (State of Charge) or the like is input, a signal for controlling the engine 6, a signal for controlling the motor 7, a signal indicating the power generation state / charge state / discharge state of the battery 3, the first and second shift shifters 51 52, a signal for controlling the reverse shifter 53, a signal for controlling connection (lock) and release (neutral) of the lock mechanism 61, and the like are output.
- SOC State of Charge
- the vehicle drive device 1 configured as described above controls the connection and disconnection of the first and second clutches 41 and 42, and also includes a lock mechanism 61, a first shifter 51, a second shifter 52, and a reverse shifter. By controlling the connection position 53, the engine 6 can perform the first to fifth speed traveling and the reverse traveling described later.
- the driving force is transmitted to the drive wheels DW and DW through the first transmission path by fastening the first clutch 41 and connecting the lock mechanism 61.
- the driving force is transmitted to the drive wheels DW and DW via the second transmission path by engaging the second clutch 42 and in-gearing the second shifter shifter 52 at the second speed connection position.
- the first clutch 41 is engaged and the first shifter 51 is in-geared at the third speed connection position, whereby the driving force is transmitted to the drive wheels DW and DW via the third transmission path. Is done.
- the driving force is transmitted to the drive wheels DW and DW through the second transmission path by in-gearing the second shifter shifter 52 at the fourth speed connecting position, and the fifth speed traveling is performed.
- the driving force is transmitted to the drive wheels DW and DW through the third transmission path by in-gearing the first shifter 51 at the fifth speed connection position.
- the engine 6 can be assisted or regenerated by connecting the lock mechanism 61 while the engine is running, the first and second shifter shifters 51 and 52 are pre-shifted, and further idling.
- the motor 7 can be started and the battery 3 can be charged.
- the first and second clutches 41 and 42 can be disconnected and the EV 7 can be driven by the motor 7.
- the EV travel mode includes a first speed EV mode in which the first and second clutches 41 and 42 are disconnected and the lock mechanism 61 is connected to travel through the fourth transmission path, and the first speed change mode.
- the third speed EV mode that travels through the fourth transmission path by in-gearing the shifter 51 at the third-speed connection position, and the fourth speed by in-gearing the first shifter 51 at the fifth-speed connection position.
- the air conditioner compressor 112A since the air conditioner compressor 112A is connected to the first main shaft 11, the first main shaft 11 inevitably rotates while traveling with an odd number of gears, so that the air conditioner compressor 112A can be operated.
- the odd-numbered gear is set to neutral and the first main shaft 11 is rotated by the motor 7, or (ii) the lock mechanism 61 or the first speed change gear is used.
- the shifter 51 is preshifted to rotate the first main shaft 11, or (iii) the lock mechanism 61 or the first shifter 51 is made neutral and the first clutch 41 is engaged to move the first main shaft 11 with the engine 6. Need to rotate.
- the air conditioner compressor 112A can be operated by fastening the air conditioner clutch 121 whether the vehicle is traveling with an odd gear or even gear.
- reverse running by the vehicle drive device 1 will be described.
- reverse running by the engine 6 will be described.
- the reverse shifter 53 is in-gear at the reverse connection position, and the reverse drive gear 28 a is connected to rotate integrally with the reverse shaft 17.
- the lock mechanism 61 is connected to obtain a desired reduction ratio according to the required torque, or the first shifter 51 is in-geared at the third speed connection position or the fifth speed connection position,
- the main shaft 11 and the counter shaft 14 are connected.
- the reverse shifter 53 and the lock mechanism 61 or the first shifter 51 may be connected at the same time or one of them may be performed first.
- the power of the engine 6 is transmitted to the reverse shaft 17 from the fifth transmission path, that is, the second main shaft 12 via the second idle gear stage 27B, and the reverse shaft 17 to the first main shaft 11 via the reverse gear stage 28.
- the first main shaft 11 rotates in the direction opposite to that during forward travel due to the number of gear meshes, and the planetary gear mechanism 30 depends on the lock state of the lock mechanism 61 or the connection position of the first shifter 51 for shifting.
- it is transmitted from the third speed gear pair 23 or the fifth speed gear pair 25 to the counter shaft 14 and transmitted to the drive wheels DW and DW via the final gear 26a, the differential gear mechanism 8 and the drive shafts 9 and 9. Is done.
- FIG. 3 is a diagram showing a transmission state of the drive torque of the vehicle drive device 1 during reverse running with the lock mechanism 61 connected.
- the lock mechanism 61 By connecting the lock mechanism 61, the ring gear 35 is locked, and a reduction ratio corresponding to the first speed is obtained by the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third-speed gear pair 23.
- the power of the engine 6 passes through the second idle gear stage 27B and the reverse gear stage 28 in addition to the planetary gear mechanism 30 and the third speed gear pair 23, a larger driving torque is obtained during reverse traveling. be able to.
- the first shifter 51 is in-geared at the third-speed connection position as shown in FIG. 4, or is in-geared at the fifth-speed connection position as shown in FIG. May be.
- an optimal gear can be selected from a plurality of gears according to the traveling conditions such as the slope of the slope and the traveling resistance.
- the reverse traveling can be performed while assisting by driving the motor 7 during the reverse traveling by the engine 6.
- the motor 7 since the first main spindle 11 rotates in the opposite direction to that during forward travel, the motor 7 also needs to be driven in reverse.
- a larger driving torque can be transmitted to the driving wheels DW and DW.
- fuel efficiency can be improved by assisting or regenerating with the motor 7 while performing efficient driving with the engine 6, and increasing the SOC by regenerating the motor 7 when the SOC of the battery 3 is low. it can.
- the reverse shifter 53 is in-gear at the reverse connection position, so that the rotation of the first main shaft 11 in the direction opposite to that during forward travel is driven from the reverse drive gear 28a to the oil pump. It is transmitted to the driven gear 28c and further transmitted to the air conditioner compressor 112A via the air conditioner transmission mechanism 29.
- the air conditioner clutch 121 is engaged, the air conditioner compressor 112 ⁇ / b> A rotates in the reverse direction from that during forward travel.
- the air conditioner clutch 121 can be engaged as required even during reverse travel.
- the air-conditioner compressor 112A is a scroll compressor that allows rotation in only one direction
- reversing the scroll compressor causes a failure.
- the air conditioner clutch 121 is opened to cause the air conditioner compressor 112A to idle so that the air conditioner compressor 112A does not rotate in the reverse direction during reverse travel.
- Some scroll compressors allow reverse rotation as long as they rotate at a low speed, but they can be used safely even when using a scroll compressor by opening the air conditioner clutch 121 during reverse travel. As a result, a relatively inexpensive scroll compressor can be used, and the overall cost of the vehicle drive device 1 can be reduced.
- reverse running by the motor 7 will be described.
- the lock mechanism 61 is connected so as to obtain a desired reduction ratio with the first and second clutches 41 and 42 opened, or the first
- the first main shaft 11 and the counter shaft 14 are connected by in-gearing the shift shifter 51 to the third speed connection position or the fifth speed connection position.
- the power of the motor 7 is transferred to the fourth transmission path, that is, the planetary gear mechanism 30, the third speed gear pair 23, the fifth speed gear pair 25, the counter shaft 14 or the like.
- FIG. 6 is a diagram showing a state of torque transmission of the vehicle drive device during reverse EV running with the lock mechanism 61 connected.
- the lock mechanism 61 In reverse EV traveling by the motor 7, as in engine traveling, the lock mechanism 61 is connected, or the first shifter 51 is in-geared at the third speed connection position or the fifth speed connection position, The optimum gear can be selected from a plurality of gears according to the situation.
- the first and second clutches 41 and 42 are disengaged, so the power of the engine 6 is not transmitted to the drive wheels DW and DW, but the engine 6 is driven without stopping. It is preferable to keep it.
- the reverse travel is often used for switching for parking that frequently repeats forward travel and reverse travel.
- the first clutch 41 is engaged and regenerated by the motor 7 during forward travel by driving the engine 6.
- the reverse shifter 53 is connected and the second clutch 42 is engaged to use the power of the engine 6. it can. This eliminates the need for starting the engine 6 when switching from forward travel to reverse travel, simplifies the control and contributes to improved fuel efficiency.
- the motor 7 can perform forward traveling and reverse EV traveling, but the required torque increases by driving the engine 6. It is possible to immediately cope with a case where the battery 3 is charged or the SOC of the battery 3 is lowered.
- the first input shaft connected to the engine 6, the motor 7, and the motor 7 and selectively connected to the engine 6 via the first clutch 41 is used.
- An even-numbered gear group composed of a plurality of gears that are arranged and selectively connected to the second intermediate shaft 16 via the second shifter 52, and an odd-numbered gear and an even-numbered gear disposed on the counter shaft 14 are provided.
- a plurality of meshing gear groups And a transmission 20 that is connected to the second intermediate shaft 16 and selectively connected to the first main shaft 11 via a reverse shifter 53.
- the reverse gear stage 28 is provided, and the first main shaft 11 can be rotated reversely with the power of at least one of the engine 6 and the motor 7 to perform reverse travel, and the lock mechanism 61 or the first speed change can be performed. Since any gear of the odd-numbered gear group can be selected via the shifter 51, an optimal gear can be selected in accordance with the traveling situation.
- the reverse shifter 53 is connected and the second clutch 42 is engaged to perform reverse running with the power of the engine 6, so that the reverse gear stage 28 is added to the gears of the odd-numbered gear group. Since the power is transmitted through the transmission, the transmission gear ratio is increased and high torque can be obtained.
- the motor 7 can be driven reversely to the forward travel to add the power of the motor 7, so that the required torque climbing a steep slope The required torque can be ensured even when is large.
- the first and second clutches 41 and 42 are opened, and the motor 7 is reversely driven from the forward travel to perform the EV reverse travel, thereby improving the fuel efficiency.
- the scroll compressor when the scroll compressor is coupled to the first main shaft 11 via the air conditioner clutch 121 as the air conditioner compressor 112A that allows only the rotation of the first main shaft 11 during forward travel.
- the scroll compressor can be used safely by opening the air conditioner clutch 121 and causing the air conditioner compressor 112A to idle so that the reverse rotation of the first main shaft 11 is not transmitted to the air conditioner compressor 112A. Can do. Further, even when torque is required, the load can be reduced by opening the air conditioner clutch 121 to ensure a larger traveling torque.
- the reverse running is often used by frequently switching between forward and reverse for parking, and the engine 6 is engaged with the first clutch 41 and regenerated by the motor 7 during forward movement.
- the engine 6 can be used by engaging the second clutch 42 when the reverse travel is performed and torque is required when traveling backward.
- the transmission 20 is provided with the reverse shaft 17 arranged in parallel with the first main shaft 11 and the second intermediate shaft 16, and the reverse shaft 17 is provided with the reverse shifter 53.
- the reverse drive gear 28a selectively connected to the reverse shaft 17 is provided, and the first main shaft 11 is engaged with the reverse drive gear 28a and is attached so as to rotate integrally with the first main shaft 11.
- a driven gear 28b is provided, and the reverse shaft 17 is connected to the second intermediate shaft 16 via the second idle gear stage 27B. Therefore, in addition to the reverse gear stage 28 and the odd-numbered gear stage, the reverse shaft 17 passes through the idle gear stage. Since the vehicle travels in reverse, a larger transmission gear ratio can be obtained.
- the counter shaft 14 and the first main shaft 11 are powered by connecting the lock mechanism 61 or in-gearing the first shift shifter 51 at the third speed connection position or the fifth speed connection position. It is connected so that transmission is possible, and the motor 7 can assist and regenerate.
- the first main shaft 11 is further provided with a seventh speed drive gear 97a
- the second intermediate shaft 16 is further provided with a sixth speed drive gear 96a
- the counter shaft 14 The third common driven gear which meshes with the seventh speed drive gear 97a to form the seventh speed gear pair 97 and meshes with the sixth speed drive gear 96a to constitute the sixth speed gear pair 96.
- the transmission 20A further provided with 96b is used.
- reference numeral 51 ⁇ / b> A is a first odd-speed shifter that connects or opens the first main shaft 11 and the third-speed drive gear 23 a or the seventh-speed drive gear 97 a
- reference numeral 51 ⁇ / b> B indicates the first 1st main shaft 11 and the 5th speed drive gear 25a are the 2nd odd speed shifter 51B which connects or releases
- 52A connects the 2nd speed drive gear 22a or the 6th speed drive gear 96a.
- the first even-numbered speed shifter 52A is opened
- the reference numeral 52B is a second even-numbered speed shifter that connects or opens the second intermediate shaft 16 and the fourth speed drive gear 24a.
- the second clutch 42 is fastened with the first odd-numbered shift shifter 51A in-gear at the seventh-speed connection position, thereby passing through the seventh-speed gear pair 97. And you can run in reverse.
- the hybrid vehicle drive device 1B of the present embodiment is similar to the second embodiment in that the sixth and seventh speed gear pairs 96 and 97 are provided in the transmission 20A. Although it is common to the driving apparatus 1A for the vehicle, it differs from the driving apparatus 1A for the hybrid vehicle of the second embodiment in that an electric air-conditioning compressor 112B is used instead of the air-conditioning compressor 112A.
- the electric air-conditioning compressor 112 ⁇ / b> B can be operated independently of the transmission 20 ⁇ / b> A upon receiving power supply from the battery 3.
- the reverse running can be performed by the power of the engine 6 or the power of the motor 7.
- the reverse shifter 53 is in-gear at the reverse connection position, and the reverse drive gear 28 a is connected to rotate integrally with the reverse shaft 17.
- the lock mechanism 61 is connected so as to obtain a desired reduction ratio in accordance with the required torque, or the first main shaft 11 is connected to the first and second odd-numbered shift gear shifters 51A and 51B via an appropriate shift speed.
- the counter shaft 14 are coupled.
- the power of the engine 6 is transmitted to the reverse shaft 17 from the fifth transmission path, that is, the second main shaft 12 via the second idle gear stage 27B, and the reverse shaft 17 to the first main shaft 11 via the reverse gear stage 28.
- the first main shaft 11 rotates in the direction opposite to that during forward travel due to the number of gear meshes, and the planetary gear mechanism 30 depends on the lock state of the lock mechanism 61 or the connection position of the first shifter 51 for shifting.
- the signal is transmitted from the third speed gear pair 23, the fifth speed gear pair 25, or the seventh speed gear pair 97 to the counter shaft 14 through the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9. And transmitted to the drive wheels DW and DW.
- FIG. 10 is a diagram showing a transmission state of the drive torque of the vehicle drive device 1 during reverse running with the lock mechanism 61 connected.
- the lock mechanism 61 By connecting the lock mechanism 61, the ring gear 35 is locked, and a reduction ratio corresponding to the first speed is obtained by the reduction ratio of the planetary gear mechanism 30 and the reduction ratio of the third-speed gear pair 23.
- the power of the engine 6 passes through the second idle gear stage 27B and the reverse gear stage 28 in addition to the planetary gear mechanism 30 and the third speed gear pair 23, a larger driving torque is obtained during reverse traveling. be able to.
- the first odd speed shifter 51A is in-gear at the third speed connection position as shown in FIG.
- the second odd speed shifter 51B may be in-gear as shown, or the first odd speed shifter 51A may be in-gear at the seventh speed connection position as shown in FIG.
- an optimal gear can be selected from a plurality of gears according to the traveling conditions such as the slope of the slope and the traveling resistance.
- the reverse traveling can be performed while assisting by driving the motor 7 during the reverse traveling by the engine 6.
- the lock mechanism 61 is connected so as to obtain a desired reduction ratio with the first and second clutches 41 and 42 opened, or the first and second odd-numbered shift shifters 51A, 51B is in-geared, and the first main shaft 11 and the counter shaft 14 are connected via an appropriate shift speed. Then, by rotating the motor 7 in this state, the power of the motor 7 is transferred to the fourth transmission path, that is, the planetary gear mechanism 30, the third speed gear pair 23, the fifth speed gear pair 25, or the seventh speed. It is transmitted to the drive wheels DW and DW via the gear pair 97, the counter shaft 14, the final gear 26a, the differential gear mechanism 8, and the drive shafts 9 and 9.
- FIG. 14 is a diagram showing a state of torque transmission of the vehicle drive device during reverse EV traveling with the lock mechanism 61 connected.
- the lock mechanism 61 In reverse EV traveling by the motor 7, as in engine traveling, the lock mechanism 61 is connected, or the first and second odd-numbered shift shifters 51A and 51B are in-gear to select an appropriate shift speed.
- the optimum gear can be selected from a plurality of gears according to the situation.
- the vehicle drive devices 1, 1 ⁇ / b> A, and 1 ⁇ / b> B have an odd-numbered stage gear disposed on the first main shaft 11 that is an input shaft to which a motor 7 of a twin clutch transmission is connected, and the input shaft to which the motor 7 is not connected.
- Even-numbered gears are arranged on the second intermediate shaft 16, but the present invention is not limited to this, and even-numbered gears are arranged on the first main shaft 11, which is the input shaft to which the motor 7 is connected, and the motor 7 is connected.
- An odd-numbered gear may be arranged on the second intermediate shaft 16 that is not an input shaft. Needless to say, the number of gears can be increased or decreased.
- first shared driven gear 23b and the second shared driven gear 24b a plurality of driven gears that mesh with the respective gears may be provided.
- the planetary gear mechanism 30 is exemplified as the first speed drive gear, but the present invention is not limited to this, and the first speed drive gear may be provided in the same manner as the third speed drive gear 23a.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
内燃機関(例えば、後述の実施形態のエンジン6)と、
電動機(例えば、後述の実施形態のモータ7)と、
前記電動機に接続されるとともに第1断接手段(例えば、後述の実施形態の第1クラッチ41)を介して選択的に前記内燃機関に接続される第1入力軸(例えば、後述の実施形態の第1主軸11)と、第2断接手段(例えば、後述の実施形態の第2クラッチ42)を介して選択的に前記内燃機関に接続される第2入力軸(例えば、後述の実施形態の第2中間軸16)と、被駆動部(例えば、後述の実施形態の駆動輪DW,DW)に動力を出力する出力軸(例えば、後述の実施形態のカウンタ軸14)と、前記第1入力軸上に配置され第1切替装置(例えば、後述の実施形態のロック機構61、第1変速用シフター51、第1奇数段変速用シフター51A、第2奇数段変速用シフター51B)を介して前記第1入力軸に選択的に連結される複数のギヤ(例えば、後述の実施形態の遊星歯車機構30、第3速用駆動ギヤ23a、第5速用駆動ギヤ25a、第7速用駆動ギヤ97a)よりなる第1ギヤ群と、前記第2入力軸上に配置され第2切替装置(例えば、後述の実施形態の第2変速用シフター52、第1偶数段変速用シフター52A、第2偶数段変速用シフター52B)を介して前記第2入力軸に選択的に連結される複数のギヤ(例えば、後述の実施形態の第2速用駆動ギヤ22a、第4速用駆動ギヤ24a、第6速用駆動ギヤ96a)よりなる第2ギヤ群と、前記出力軸上に配置され前記第1ギヤ群のギヤと前記第2ギヤ群のギヤとが噛合する複数のギヤ(例えば、後述の実施形態の第1共用従動ギヤ23b、第2共用従動ギヤ24b、第3共用従動ギヤ96b)よりなる第3ギヤ群と、を備えた変速機構(例えば、後述の実施形態の変速機20、20A)と、を備えた車両用駆動装置(例えば、後述の実施形態の車両用駆動装置1、1A、1B)であって、
前記変速機構には、前記第2入力軸に連結されるとともに第3切替装置(例えば、後述の実施形態のリバース用シフター53)を介して選択的に前記第1入力軸に連結されるリバース用ギヤ段(例えば、後述の実施形態のリバース用ギヤ段28)が設けられ、
前記内燃機関と前記電動機の少なくとも一方の動力で前記第1入力軸を前進走行時とは逆回転させてリバース走行可能であり、前記第1切替装置により前記第1ギヤ群の複数のギヤを選択可能であることを特徴とする。
前記第3切替装置を接続するとともに前記第2断接手段を締結することにより、前記内燃機関の動力でリバース走行することを特徴とする。
前記内燃機関の動力によるリバース走行時に、前記電動機を前進走行時とは逆転駆動して前記電動機の動力を付加することが可能であることを特徴とする。
前記第1及び第2断接手段を開放し前記電動機を前進走行時とは逆転駆動することにより、EVリバース走行することを特徴とする。
前記第1入力軸には、前記第1入力軸の前進走行時の回転のみを許容するエアコン用コンプレッサ(例えば、後述の実施形態のエアコン用コンプレッサ112A、電動エアコン用コンプレッサ112B)がエアコン用クラッチ(例えば、後述の実施形態のエアコン用クラッチ121)を介して連結され、
リバース走行時には、前記第1入力軸の逆回転を前記エアコン用コンプレッサに伝達しないように前記エアコン用クラッチを開放して前記エアコン用コンプレッサを空転させることを特徴とする。
EVリバース走行時には、前記第1及び第2断接手段を開放したまま前記内燃機関を駆動させておくことを特徴とする。
前記変速機構には、前記第1及び第2入力軸と平行に配置されたリバース軸(例えば、後述の実施形態のリバース軸17)が設けられ、
前記リバース軸には、前記第3切替装置を介して前記リバース軸に選択的に連結されるリバース用駆動ギヤ(例えば、後述の実施形態のリバース用駆動ギヤ28a)が設けられ、
前記第1入力軸には、前記リバース用駆動ギヤと噛合し前記第1入力軸と一体回転するように取り付けられたリバース用従動ギヤ(例えば、後述の実施形態のリバース用従動ギヤ28b)が設けられ、
前記リバース軸は、アイドルギヤ段(例えば、後述の実施形態の第1アイドルギヤ段27A、第2アイドルギヤ段27B)を介して前記第2入力軸と連結されることを特徴とする。
<第1実施形態>
先ず、図1及び図2を参照しながら第1実施形態のハイブリッド車両用駆動装置について説明する。
本実施形態のハイブリッド車両用駆動装置1(以下、車両用駆動装置と呼ぶ。)は、車両(図示せず)の駆動軸9,9を介して駆動輪DW,DW(被駆動部)を駆動するためのものであり、駆動源である内燃機関(以下「エンジン」という)6と、電動機(以下「モータ」という)7と、動力を駆動輪DW,DWに伝達するための変速機20と、を備えている。
ここで、第1共用従動ギヤ23bは、連結軸13に取り付けられた第3速用駆動ギヤ23aと噛合して第3速用駆動ギヤ23aと共に第3速用ギヤ対23を構成し、第2中間軸16に設けられた第2速用駆動ギヤ22aと噛合して第2速用駆動ギヤ22aと共に第2速用ギヤ対22を構成する。
第2共用従動ギヤ24bは、第1主軸11に設けられた第5速用駆動ギヤ25aと噛合して第5速用駆動ギヤ25aと共に第5速用ギヤ対25を構成し、第2中間軸16に設けられた第4速用駆動ギヤ24aと噛合して第4速用駆動ギヤ24aと共に第4速用ギヤ対24を構成する。
ファイナルギヤ26aは差動ギヤ機構8と噛合して、差動ギヤ機構8は、駆動軸9,9を介して駆動輪DW,DWに連結されている。従って、カウンタ軸14に伝達された動力はファイナルギヤ26aから差動ギヤ機構8、駆動軸9,9、駆動輪DW,DWへと出力される。
(1)第1伝達経路は、エンジン6のクランク軸6aが、第1主軸11、遊星歯車機構30、連結軸13、第3速用ギヤ対23(第3速用駆動ギヤ23a、第1共用従動ギヤ23b)、カウンタ軸14、ファイナルギヤ26a、差動ギヤ機構8、駆動軸9,9を介して、駆動輪DW,DWに連結される伝達経路である。ここで、遊星歯車機構30の減速比は、第1伝達経路を介して駆動輪DW,DWに伝達されるエンジントルクが第1速相当となるように設定されている。即ち、遊星歯車機構30の減速比と第3速用ギヤ対23の減速比をかけ合わせた減速比が第1速相当となるように設定されている。
始めに、エンジン6によるリバース走行について説明する。エンジン6でリバース走行するためには、先ず、リバース用シフター53をリバース用接続位置でインギヤして、リバース用駆動ギヤ28aがリバース軸17と一体回転するように連結する。次に、要求トルクに応じて所望の減速比を得るようにロック機構61を接続、又は第1変速用シフター51を第3速用接続位置又は第5速用接続位置にインギヤして、第1主軸11とカウンタ軸14を連結する。なお、リバース用シフター53とロック機構61又は第1変速用シフター51の接続は、同時であってもよくどちらか一方を先に行なってもよい。
偶数段ギヤ走行として第2速走行を例に説明すると、図7に示すように、第2変速用シフター52を第2速用接続位置でインギヤして第2速用駆動ギヤ22aを第2中間軸16と一体回転可能に連結するとともに第2クラッチ42を締結することで、第2伝達経路を介してエンジン6の動力が駆動輪DW,DWに伝達される。なお、この状態で、ロック機構61を接続したり又は第1変速用シフター51を第3速用接続位置又は第5速用接続位置でインギヤすることにより、カウンタ軸14と第1主軸11が動力伝達可能に連結され、モータ7でアシスト・回生を行うことができる。
<第2実施形態>
次に本発明の第2実施形態のハイブリッド車両用駆動装置について図8を参照して説明する。
本実施形態のハイブリッド車両用駆動装置1Aは、第1主軸11にさらに第7速用駆動ギヤ97aが設けられ、第2中間軸16にさらに第6速用駆動ギヤ96aが設けられ、カウンタ軸14に第7速用駆動ギヤ97aと噛合して第7速用ギヤ対97を構成するとともに、第6速用駆動ギヤ96aと噛合して第6速用ギヤ対96を構成する第3共用従動ギヤ96bがさらに設けられている変速機20Aを用いている。なお、図8中、符号51Aは第1主軸11と第3速用駆動ギヤ23a又は第7速用駆動ギヤ97aとを連結又は開放する第1奇数段変速用シフターであり、符号51Bは、第1主軸11と第5速用駆動ギヤ25aとを連結又は開放する第2奇数段変速用シフター51Bであり、符号52Aは、第2速用駆動ギヤ22a又は第6速用駆動ギヤ96aとを連結又は開放する第1偶数段変速用シフター52Aであり、符号52Bは、第2中間軸16と第4速用駆動ギヤ24aとを連結又は開放する第2偶数段変速用シフターである。この車両用駆動装置1Aによれば、第1奇数段変速用シフター51Aを第7速用接続位置でインギヤさせた状態で第2クラッチ42を締結することで、第7速用ギヤ対97を経由してリバース走行することもできる。
次に本発明の第3実施形態のハイブリッド車両用駆動装置について図9を参照して説明する。
本実施形態のハイブリッド車両用駆動装置1Bは、第2実施形態と同様に変速機20Aに第6速及び第7速用ギヤ対96、97が設けられている点で第2実施形態のハイブリッド車両用駆動装置1Aと共通するが、エアコン用コンプレッサ112Aの代わりに電動エアコン用コンプレッサ112Bを用いている点で第2実施形態のハイブリッド車両用駆動装置1Aと相違する。
例えば、車両用駆動装置1、1A、1Bは、ツインクラッチ式変速機のモータ7が接続された入力軸である第1主軸11に奇数段ギヤを配置し、モータ7が接続されていない入力軸である第2中間軸16に偶数段ギヤを配置したが、これに限定されず、モータ7が接続された入力軸である第1主軸11に偶数段ギヤを配置し、モータ7が接続されていない入力軸である第2中間軸16に奇数段ギヤを配置してもよい。また、変速段の数は増減できることは言うまでもない。
6 エンジン(内燃機関)
7 モータ(電動機)
11 第1主軸(第1入力軸)
14 カウンタ軸(出力軸)
16 第2中間軸(第2入力軸)
20 変速機(変速機構)
22a 第2速用駆動ギヤ
23a 第3速用駆動ギヤ
23b 第1共用従動ギヤ
24a 第4速用駆動ギヤ
24b 第2共用従動ギヤ
25a 第5速用駆動ギヤ
27A 第1アイドルギヤ段
27B 第2アイドルギヤ段
28 リバース用ギヤ段
28a リバース用駆動ギヤ
28b リバース用従動ギヤ
30 遊星歯車機構
41 第1クラッチ(第1断接手段)
42 第2クラッチ(第2断接手段)
51 第1変速用シフター(第1同期装置)
51A 第1奇数段変速用シフター(第1同期装置)
51B 第2奇数段変速用シフター(第1同期装置)
52 第2変速用シフター(第2同期装置)
52A 第1偶数段変速用シフター(第2同期装置)
52B 第2偶数段変速用シフター(第2同期装置)
53 リバース用シフター(第3同期装置)
61 ロック機構(第1同期装置)
96a 第6速用駆動ギヤ
96b 第3共用従動ギヤ
97a 第7速用駆動ギヤ
112A エアコン用コンプレッサ
112B 電動エアコン用コンプレッサ
121 エアコン用クラッチ
Claims (7)
- 内燃機関と、
電動機と、
前記電動機に接続されるとともに第1断接手段を介して選択的に前記内燃機関に接続される第1入力軸と、第2断接手段を介して選択的に前記内燃機関に接続される第2入力軸と、被駆動部に動力を出力する出力軸と、前記第1入力軸上に配置され第1切替装置を介して前記第1入力軸に選択的に連結される複数のギヤよりなる第1ギヤ群と、前記第2入力軸上に配置され第2切替装置を介して前記第2入力軸に選択的に連結される複数のギヤよりなる第2ギヤ群と、前記出力軸上に配置され前記第1ギヤ群のギヤと前記第2ギヤ群のギヤとが噛合する複数のギヤよりなる第3ギヤ群と、を備えた変速機構と、を備えた車両用駆動装置であって、
前記変速機構には、前記第2入力軸に連結されるとともに第3切替装置を介して選択的に前記第1入力軸に連結されるリバース用ギヤ段が設けられ、
前記内燃機関と前記電動機の少なくとも一方の動力で前記第1入力軸を前進走行時とは逆回転させてリバース走行可能であり、
前記第1切替装置により前記第1ギヤ群の複数のギヤを選択可能であることを特徴とする車両用駆動装置。 - 前記第3切替装置を接続するとともに前記第2断接手段を締結することにより、前記内燃機関の動力でリバース走行することを特徴とする請求項1に記載の車両用駆動装置。
- 前記内燃機関の動力によるリバース走行時に、前記電動機を前進走行時とは逆転駆動して前記電動機の動力を付加することが可能であることを特徴とする請求項2に記載の車両用駆動装置。
- 前記第1及び第2断接手段を開放し前記電動機を前進走行時とは逆転駆動することにより、EVリバース走行することを特徴とする請求項1に記載の車両用駆動装置。
- 前記第1入力軸には、前記第1入力軸の前進走行時の回転のみを許容するエアコン用コンプレッサがエアコン用クラッチを介して連結され、
リバース走行時には、前記第1入力軸の逆回転を前記エアコン用コンプレッサに伝達しないように前記エアコン用クラッチを開放して前記エアコン用コンプレッサを空転させることを特徴とする請求項2又は3に記載の車両用駆動装置。 - EVリバース走行時には、前記第1及び第2断接手段を開放したまま前記内燃機関を駆動させておくことを特徴とする請求項4に記載の車両用駆動装置。
- 前記変速機構には、前記第1及び第2入力軸と平行に配置されたリバース軸が設けられ、
前記リバース軸には、前記第3切替装置を介して前記リバース軸に選択的に連結されるリバース用駆動ギヤが設けられ、
前記第1入力軸には、前記リバース用駆動ギヤと噛合し前記第1入力軸と一体回転するように取り付けられたリバース用従動ギヤが設けられ、
前記リバース軸は、アイドルギヤ段を介して前記第2入力軸と連結されることを特徴とする請求項1~6のいずれか1項に記載の車両用駆動装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112011101169T DE112011101169T5 (de) | 2010-03-31 | 2011-03-16 | Fahrzeugantriebssystem |
US13/582,666 US9032825B2 (en) | 2010-03-31 | 2011-03-16 | Vehicle driving system |
CN201180016618.1A CN102821990B (zh) | 2010-03-31 | 2011-03-16 | 车辆用驱动装置 |
JP2012509384A JP5619142B2 (ja) | 2010-03-31 | 2011-03-16 | 車両用駆動装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010081009 | 2010-03-31 | ||
JP2010-081009 | 2010-03-31 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011125446A1 true WO2011125446A1 (ja) | 2011-10-13 |
Family
ID=44762406
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/056313 WO2011125446A1 (ja) | 2010-03-31 | 2011-03-16 | 車両用駆動装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9032825B2 (ja) |
JP (1) | JP5619142B2 (ja) |
CN (1) | CN102821990B (ja) |
DE (1) | DE112011101169T5 (ja) |
WO (1) | WO2011125446A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9561793B2 (en) | 2014-05-21 | 2017-02-07 | Toyota Jidosha Kabushiki Kaisha | Driving apparatus for hybrid vehicle and control method thereof |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6114128B2 (ja) * | 2013-07-05 | 2017-04-12 | 本田技研工業株式会社 | 自動変速装置 |
JP2016210357A (ja) * | 2015-05-12 | 2016-12-15 | 本田技研工業株式会社 | ハイブリッド車両及び変速機 |
CN105128648B (zh) * | 2015-08-28 | 2017-12-26 | 同济大学 | 一种集成驱动电机的定轴式混合动力变速器 |
DE102016110975B3 (de) * | 2016-06-15 | 2017-09-07 | Alexander Michael Faller | Schaltgetriebe |
TWI655117B (zh) * | 2016-07-20 | 2019-04-01 | 國立嘉義大學 | 油電混合搬運車動力傳輸線控制規劃系統 |
KR101836281B1 (ko) * | 2016-10-21 | 2018-03-08 | 현대자동차 주식회사 | 차량용 변속장치 |
KR101807147B1 (ko) * | 2016-10-21 | 2017-12-07 | 현대자동차 주식회사 | 차량용 변속장치 |
CN117382398A (zh) * | 2016-11-01 | 2024-01-12 | 伊顿智能动力有限公司 | 具有发动机熄火滑行和双重模式hvac的变速器系统 |
DE102018104097A1 (de) * | 2017-12-14 | 2019-06-19 | Schaeffler Technologies AG & Co. KG | Getriebeeinrichtung mit Nebenaggregatanbindung für einen hybriden Antriebsstrang; sowie Antriebsstrang |
KR20190080480A (ko) * | 2017-12-28 | 2019-07-08 | 현대자동차주식회사 | 차량용 변속장치 |
WO2020260916A1 (ja) * | 2019-06-26 | 2020-12-30 | 日産自動車株式会社 | 車両の駆動装置 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002089594A (ja) * | 2000-07-18 | 2002-03-27 | Luk Lamellen & Kupplungsbau Beteiligungs Kg | 伝動装置 |
JP2006527337A (ja) * | 2003-06-06 | 2006-11-30 | ダイムラークライスラー・アクチェンゲゼルシャフト | ツインクラッチトランスミッション |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1530994B2 (de) * | 1967-03-03 | 1974-07-25 | Robert Bosch Gmbh, 7000 Stuttgart | Stirnradschaltgetriebe mit vier Vorwärtsgängen, insbesondere für Kraftfahrzeuge |
US4461188A (en) * | 1981-12-23 | 1984-07-24 | Ford Motor Company | Dual clutch multiple countershaft transmission |
JP4822891B2 (ja) * | 2006-03-23 | 2011-11-24 | アイシン・エーアイ株式会社 | 歯車変速装置 |
JP4150055B1 (ja) * | 2007-04-05 | 2008-09-17 | 北海道旅客鉄道株式会社 | 軌道車両用駆動システム及びそれを用いた軌道車両 |
EP2210758B1 (en) * | 2007-10-22 | 2015-06-24 | BYD Company Limited | Hybrid power driving system and driving method thereof |
DE102008048799A1 (de) * | 2008-04-28 | 2009-11-05 | GIF Gesellschaft für Industrieforschung mbH | Getriebe, insbesondere Doppelkupplungsgetriebe |
JP2010081009A (ja) | 2008-09-24 | 2010-04-08 | Nec Corp | 通信ネットワーク試験方法およびネットワーク装置 |
DE102011005561A1 (de) * | 2011-03-15 | 2012-09-20 | Zf Friedrichshafen Ag | Schaltgetriebe eines Hybridantriebs für ein Kraftfahrzeug |
-
2011
- 2011-03-16 WO PCT/JP2011/056313 patent/WO2011125446A1/ja active Application Filing
- 2011-03-16 US US13/582,666 patent/US9032825B2/en active Active
- 2011-03-16 DE DE112011101169T patent/DE112011101169T5/de not_active Withdrawn
- 2011-03-16 JP JP2012509384A patent/JP5619142B2/ja not_active Expired - Fee Related
- 2011-03-16 CN CN201180016618.1A patent/CN102821990B/zh not_active Expired - Fee Related
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002089594A (ja) * | 2000-07-18 | 2002-03-27 | Luk Lamellen & Kupplungsbau Beteiligungs Kg | 伝動装置 |
JP2006527337A (ja) * | 2003-06-06 | 2006-11-30 | ダイムラークライスラー・アクチェンゲゼルシャフト | ツインクラッチトランスミッション |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9561793B2 (en) | 2014-05-21 | 2017-02-07 | Toyota Jidosha Kabushiki Kaisha | Driving apparatus for hybrid vehicle and control method thereof |
Also Published As
Publication number | Publication date |
---|---|
US20130000444A1 (en) | 2013-01-03 |
JP5619142B2 (ja) | 2014-11-05 |
US9032825B2 (en) | 2015-05-19 |
CN102821990A (zh) | 2012-12-12 |
DE112011101169T5 (de) | 2013-01-10 |
CN102821990B (zh) | 2016-01-06 |
JPWO2011125446A1 (ja) | 2013-07-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5619142B2 (ja) | 車両用駆動装置 | |
JP5354817B2 (ja) | ハイブリッド車両用動力伝達装置 | |
JP5786051B2 (ja) | ハイブリッド車両 | |
JP5275394B2 (ja) | 動力出力装置 | |
JP5279908B2 (ja) | 車両用駆動装置の制御装置 | |
JP5703290B2 (ja) | ハイブリッド車両用駆動装置 | |
WO2010116818A1 (ja) | ハイブリッド車両用動力伝達装置 | |
JP2011213166A (ja) | ハイブリッド車両用駆動装置 | |
JP2011020507A (ja) | 動力出力装置の制御装置 | |
JP5656440B2 (ja) | 車両用駆動装置の制御装置 | |
JP2011110966A (ja) | ハイブリッド車両 | |
JP5203312B2 (ja) | 動力出力装置の制御装置 | |
JP5968113B2 (ja) | 車両の制御装置 | |
JP5478329B2 (ja) | 車両用駆動装置 | |
JP2010202004A (ja) | 動力出力装置 | |
JP2011213165A (ja) | 車両用駆動装置の制御装置 | |
JP2011230742A (ja) | ハイブリッド車両 | |
JP2011213162A (ja) | 車両用駆動装置の制御装置 | |
JP2011235706A (ja) | 車両用駆動装置の制御装置及び制御方法 | |
JP2011213159A (ja) | 車両用駆動装置の制御装置 | |
JP2012001122A (ja) | 車両用駆動装置の制御装置 | |
JP2011213161A (ja) | 車両用駆動装置の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180016618.1 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11765348 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012509384 Country of ref document: JP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13582666 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 8259/CHENP/2012 Country of ref document: IN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120111011695 Country of ref document: DE Ref document number: 112011101169 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 11765348 Country of ref document: EP Kind code of ref document: A1 |