WO2020110577A1 - Dispositif de transmission d'énergie pour véhicule électrique - Google Patents

Dispositif de transmission d'énergie pour véhicule électrique Download PDF

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Publication number
WO2020110577A1
WO2020110577A1 PCT/JP2019/042518 JP2019042518W WO2020110577A1 WO 2020110577 A1 WO2020110577 A1 WO 2020110577A1 JP 2019042518 W JP2019042518 W JP 2019042518W WO 2020110577 A1 WO2020110577 A1 WO 2020110577A1
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Prior art keywords
shaft
gear
power transmission
electric machine
motor
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PCT/JP2019/042518
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English (en)
Japanese (ja)
Inventor
均 竹内
大蔵 荻野
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三菱自動車工業株式会社
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Publication of WO2020110577A1 publication Critical patent/WO2020110577A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • 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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • 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

Definitions

  • the present disclosure relates to a power transmission device for an electric vehicle.
  • a hybrid vehicle equipped with an engine, a motor, and a generator, and capable of transmitting the power of the engine and the motor individually or simultaneously to an output shaft on the drive wheel side.
  • the traveling mode is an EV mode in which only the motor is driven by using the charging power of the battery, a series mode in which the generator is driven by the engine and the vehicle is driven only by the motor while generating power, and a traveling mode is performed by using the engine and the motor together. Parallel mode etc. are included.
  • the switching of the traveling mode is performed by controlling the movement of the sleeve and the operation of the clutch interposed on the power transmission path in the power transmission device.
  • Patent Document 1 discloses a transaxle device for a hybrid vehicle.
  • the skeleton diagram showing the power train in FIG. 3 and the like is equipped with an engine, a first rotating electric machine (motor) and a second rotating electric machine (generator), and the power of the engine and the first rotating electric machine is separately driven by the drive wheels.
  • the configuration is shown in which the power of the engine is transmitted to the second rotary electric machine as well as being transmitted to the output shaft on the side.
  • the first counter shaft which is an intermediate shaft provided in the power transmission path from the engine to the output shaft
  • the second counter shaft which is the intermediate shaft provided in the power transmission path from the motor to the output shaft.
  • the first counter shaft is arranged at the lowest position among other input shafts, output shafts, and motor shafts, and protrudes downward. It is arranged. For this reason, the disposition of the two counter shafts is a factor that complicates the power transmission path and increases the size of the transaxle device.
  • At least one embodiment of the present invention includes a counter shaft provided in a power transmission path from the engine to the output shaft and a counter shaft provided in a power transmission path from the motor to the output shaft.
  • An object of the present invention is to provide a power transmission device for an electric vehicle that can make the entire device compact by using one common counter shaft without using two counter shafts.
  • the present invention has been made to achieve the above-mentioned object, and at least one embodiment of the present invention is equipped with an engine and a first rotating electric machine, and drives the power of the engine and the first rotating electric machine.
  • a power transmission device for an electric vehicle capable of individually or simultaneously transmitting to wheels, an output shaft connected to a drive shaft for driving the drive wheels, an input shaft connected to a rotation shaft of the engine, A first rotating electric machine shaft connected to a rotating shaft of a first rotating electric machine, a counter shaft arranged on a power transmission path between the input shaft and the output shaft, the first rotating electric machine shaft, and the output shaft.
  • a counter shaft arranged on a power transmission path between the same and a common counter shaft, the input shaft, the first rotary electric machine shaft, the output shaft, and the common counter shaft.
  • a casing for the input shaft, the first rotary electric machine shaft, the output shaft, and the common counter shaft are arranged in the same axial direction, and the central position of the common counter shaft when viewed from the same axial direction. Is arranged inside a virtual triangle formed by connecting the centers of the input shaft, the first rotary electric machine shaft, and the output shaft.
  • the counter shaft is provided in the power transmission path (second path) from the engine to the output shaft and the power transmission path (first path) from the first rotating electric machine (motor) to the output shaft. Since the provided counter shaft is shared by one common counter shaft, the power transmission path can be simplified.
  • the center position of the common counter shaft is formed by connecting the centers of the input shaft, the first rotary electric machine shaft, and the output shaft. Since it is arranged inside the virtual triangle, the size of the power transmission device is suppressed by the arrangement of the common counter shaft.
  • a second rotating electric machine for power generation driven by the engine and a second rotating electric machine shaft connected to a rotating shaft of the second rotating electric machine and driven by the input shaft.
  • the second rotary electric machine shaft is supported by the casing by one-sided support only by a bearing provided on the second rotary electric machine side.
  • the supporting structure is simplified as compared with the structure in which the second rotating electric machine shaft is supported on both sides, which can contribute to downsizing of the power transmission device.
  • the input shaft is interposed between the input shaft and the common shaft inside the casing in front of a shaft tip portion of the second rotary electric machine shaft opposite to the bearing.
  • An outer peripheral portion of a gear that transmits power to the counter shaft is arranged.
  • the shaft length can be shortened as compared with the both-sided support structure, and the shaft is provided from the shaft tip portion of the second rotary electric machine shaft in which the bearing is not provided.
  • a space can be secured in the front direction.
  • the outer peripheral portion of the gear that is interposed in the input shaft and transmits the power from the input shaft to the common counter shaft can be arranged, so the increase in size of the power transmission device (casing) is suppressed.
  • the diameter of the gear inserted in the input shaft can be set large. As a result, it is possible to increase the degree of freedom in setting the gear ratio from the engine to the output shaft and setting the gear ratio (reduction ratio) from the first rotating electric machine (motor) to the output shaft.
  • the gear ratio from the engine to the output shaft is shallow (small reduction ratio), and the gear ratio from the motor to the output shaft is deep (deceleration).
  • the common counter shaft is adopted, and the diameter of the gear mounted on the input shaft on the engine side is increased.
  • the diameter of the gear interposed in the input shaft on the engine side can be easily accommodated by suppressing the size of the casing. Therefore, even if the common counter shaft is used, the power transmission device (casing) is used. It is possible to increase the degree of freedom in setting the gear ratio (reduction ratio) from the engine to the output shaft and from the motor to the output shaft while suppressing an increase in the size of the.
  • a planetary gear mechanism is interposed on the first rotary electric machine shaft.
  • the planetary gear mechanism is provided on the first rotary electric machine shaft, so that the planetary gear mechanism allows the power transmission path (first path) from the first rotary electric machine (motor) to the output shaft. It is possible to set a deep gear ratio (large reduction ratio) on the first rotary electric machine shaft without providing a counter shaft separate from the first rotary electric machine shaft.
  • the planetary gear mechanism switches between a sun gear fixed to the first rotating electric machine shaft, a carrier output to the common counter shaft, and fixing and opening to the casing. And a ring carrier to be used.
  • a dog clutch that switches between fixing and releasing between the ring gear and the casing, a one-way clutch that allows the ring gear to rotate only in the rotation direction of the first rotating electric machine, It is characterized by including.
  • the one-way clutch allows the ring gear to rotate only in the rotation direction of the first rotating electric machine, and prevents the ring gear from rotating in the reverse direction. Therefore, it is possible to shorten the transition time from the release of the dog clutch to the connection.
  • a counter gear arranged on a power transmission path between the input shaft and the output shaft, and a power transmission path between the first rotary electric machine shaft and the output shaft.
  • the counter gear arranged above is further provided with a common counter gear configured by a common gear.
  • a switching mechanism that is arranged on a power transmission path between the input shaft and the output shaft and that switches between a high gear stage and a low gear stage is provided, and the switching mechanism includes the high gear stage. And two selection mechanisms for selecting each of the low gear stages, and both of the two selection mechanisms are interposed in the input shaft.
  • the output from the engine can be transmitted in two stages by switching between a high gear stage and a low gear stage. For this reason, it is possible to increase the number of driving patterns, improve drivability and fuel consumption, and improve vehicle merchandise.
  • a switching mechanism that is arranged on a power transmission path between the input shaft and the output shaft and that switches between a high gear stage and a low gear stage is provided, and the switching mechanism includes the high gear stage. And two selection mechanisms for selecting each of the low gear stages, one of the two selection mechanisms being mounted on the input shaft and the other being mounted on the common counter shaft. ..
  • the output from the engine can be transmitted in two stages by switching between a high gear stage and a low gear stage. Therefore, it is possible to increase the number of driving patterns and obtain the effects of improving drivability and improving fuel efficiency.
  • the center position of the common counter shaft is formed by connecting the center positions of the input shaft, the first rotary electric machine shaft, and the output shaft when the input shaft, the first rotary electric machine shaft, the output shaft, and the common counter shaft are viewed in the same axis direction. Since the power transmission device is arranged inside the virtual triangle, the size of the power transmission device can be suppressed and the size of the power transmission device can be reduced.
  • FIG. 1 is a plan view showing an overall schematic configuration of a power transmission device for an electric vehicle according to an embodiment of the present invention.
  • FIG. 2 is a schematic side view of the power transmission device of the electric vehicle of FIG. 1 as viewed in the same axis direction.
  • FIG. 3 is a skeleton diagram showing a power train in the power transmission device of FIG. 1, and is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 3B is a skeleton diagram of the embodiment of FIG. 3A, and a cross-sectional position is a skeleton diagram in a cross section taken along the line BB of FIG. 2.
  • FIG. 3 is a skeleton diagram showing a power train in the power transmission device of FIG. 1, and is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 3B is a skeleton diagram of the embodiment of FIG. 3A, and a cross-sectional position is a skeleton diagram in a cross section taken along the line
  • FIG. 3 is a skeleton diagram showing a power train in a power transmission device according to another embodiment of the present invention, which is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 4B is a skeleton diagram of the embodiment of FIG. 4A, and a sectional position is a skeleton diagram in a section taken along the line BB of FIG. 2.
  • FIG. 3 is a skeleton diagram showing a power train in a power transmission device according to another embodiment of the present invention, which is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 5B is a skeleton diagram of the embodiment of FIG. 5A, and a cross-sectional position is a skeleton diagram in a cross section taken along the line BB of FIG. 2.
  • FIG. 3 is a skeleton diagram showing a power train in a power transmission device according to another embodiment of the present invention, which is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 6B is a skeleton diagram of the embodiment of FIG. 6A, and a cross-sectional position is a skeleton diagram in a cross section taken along the line BB of FIG. 2.
  • FIG. 3 is a skeleton diagram showing a power train in a power transmission device according to another embodiment of the present invention, which is a skeleton diagram taken along the line AA of FIG. 2.
  • FIG. 7B is a skeleton diagram of the embodiment of FIG. 7A, and a sectional position is a skeleton diagram in a section taken along the line BB of FIG.
  • FIG. 3 is a skeleton diagram showing a power train in a power transmission device according to another embodiment of the present invention, which is a skeleton diagram taken along the line AA of FIG. 2.
  • 8B is a skeleton diagram of the embodiment of FIG. 8A, and a cross-sectional position is a skeleton diagram in a cross section taken along the line BB of FIG. 2.
  • FIG. It is a velocity diagram explaining the operating state of the one-way clutch of FIG. 8B, and shows the opened state of the ring gear. It is a velocity diagram explaining the operating state of the one-way clutch of FIG. 8B, and shows the state in which the ring gear shifts to a fixed state.
  • FIG. 1 is a plan view showing an overall schematic configuration of a power transmission device 3 applied to an electric vehicle 1.
  • An electric vehicle (hereinafter referred to as a vehicle) 1 is a hybrid vehicle, which is equipped with an engine 5, a traveling motor (first rotating electric machine) 7 and a generator (second rotating electric machine) 9 for power generation.
  • the generator 9 is connected to the engine 5 and can be operated independently of the operating state of the motor 7.
  • the vehicle 1 is provided with four types of running modes: EV mode, series mode, parallel mode, and engine mode. These running modes are selectively selected by an electronic control unit (not shown) according to the vehicle state, the running state, the output required by the driver, etc., and the engine 5, the motor 7, and the generator 9 are selectively used according to the type. Be done.
  • the EV mode is a traveling mode in which the vehicle 5 is driven only by the motor 7 using the charging power of a driving battery (not shown) while the engine 5 and the generator 9 are stopped.
  • the EV mode is selected when the traveling load and traveling speed are low or when the charge level of the drive battery is high.
  • the series mode is a driving mode in which the engine 5 drives the generator 9 to generate electricity, and the electric power is used to drive the vehicle 1 with the motor 7.
  • the series mode is selected when the traveling load and traveling speed are medium or when the charge level of the drive battery is low.
  • the operation control of the engine 5 is performed so that the engine operating state is the most efficient.
  • the charge level of the drive battery is low, the generated power is charged in the drive battery.
  • the parallel mode is a driving mode in which the engine 5 and the motor 7 are used together to drive the vehicle 1.
  • the parallel mode is selected when the traveling load and traveling speed are high.
  • the engine mode is a traveling mode in which the vehicle 1 is driven only by the engine 5 while the motor 7 is stopped.
  • the engine mode is selected when the traveling load and traveling speed are high. It should be noted that this engine mode is included in the parallel mode, and the vehicle 1 is mainly driven by the engine 5, and the driving of the vehicle 1 is assisted by the motor 7 if necessary, so that the engine 5 and the motor 7 are used in combination. May be defined.
  • the drive wheel 11 is connected in parallel with the engine 5 and the motor 7 via the transaxle 13, and the respective powers of the engine 5 and the motor 7 are individually transmitted. It A generator 9 and a drive wheel 11 are connected in parallel to the engine 5 via a transaxle 13, and the power of the engine 5 is transmitted to the generator 9 as well as the drive wheel 11.
  • the transaxle 13 is a power transmission device in which a final drive (final reduction gear) including a differential gear 15 (differential device, hereinafter referred to as “differential gear 15”) and a transmission (reduction gear) are integrally formed. It incorporates a plurality of mechanisms for transmitting power to and from the driven device. Further, the transaxle 13 is configured to be able to switch the power from the engine 5 between high and low (switching between a high speed stage and a low speed stage), and when traveling in a parallel mode or an engine mode, the transaxle 13 is driven by an electronic control unit. The high gear stage and the low gear stage are switched according to the state and the required output.
  • the engine 5 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil. As shown in FIG. 1, the engine 5 is a so-called horizontal engine in which the crankshaft 5 a is oriented laterally so that the direction of the crankshaft 5 a coincides with the vehicle width direction of the vehicle 1. Fixed. The crankshaft 5a is arranged parallel to the drive shaft 17 of the drive wheel 11. The operating state of the engine 5 is controlled by the electronic control unit.
  • Both the motor 7 and the generator 9 are motor generators (motor/generators) that have both a function as an electric motor and a function as a generator.
  • the motor 7 mainly functions as an electric motor to drive the vehicle 1, and also functions as a generator during regeneration.
  • the generator 9 functions as an electric motor (starter) when the engine 5 is started, and generates power by engine power when the engine 5 is operating.
  • An inverter (not shown) that converts direct current and alternating current is provided around (or inside of) the motor 7 and the generator 9.
  • the rotation speeds of the motor 7 and the generator 9 are controlled by controlling the inverter.
  • the operating states of the motor 7, the generator 9, and each inverter are controlled by the electronic control unit.
  • the motor 7 is formed in a cylindrical shape with the outer periphery of the motor 7 as a central axis, and the bottom surface of the motor 7 faces the transaxle 13 side with respect to the left side surface of the transaxle 13.
  • the generator 9 is formed in a cylindrical shape with its outer shape being the center axis of the rotating shaft 9a, and like the motor 7, has its bottom surface facing the transaxle 13 side with respect to the left side surface of the transaxle 13. Fixed.
  • FIG. 2 is a schematic side view of the power transmission device 3 including the engine 5, the motor 7, the generator 9, and the transaxle 13 as viewed from the left side.
  • the outer shape of the engine 5 is omitted.
  • the meshing of the gears in FIG. 2 schematically shows one aspect in the embodiment of FIGS. 3A and 3B.
  • 3A and 3B are skeleton diagrams of the transaxle 13. As shown in FIGS. 3A and 3B, the transaxle 13 is provided with five shafts 19, 21, 25, 27, 29 arranged in the same axial direction.
  • the rotary shaft that is coaxially connected to the crankshaft 5a is called the input shaft 25.
  • the rotary shaft coaxially connected to the drive shaft 17 is called an output shaft 21
  • the rotary shaft coaxially connected to the rotary shaft 7a of the motor 7 is called a motor shaft (first rotary electric machine shaft) 27.
  • the rotary shaft connected coaxially with the rotary shaft 9a of the generator 9 is referred to as a generator shaft (second rotary electric shaft) 29.
  • a common rotating shaft (intermediate shaft) arranged on the power transmission path between the input shaft 25 and the output shaft 21 and on the power transmission path between the motor shaft 27 and the output shaft 21 is referred to as a common counter shaft 19. ..
  • crankshaft 5a and the input shaft 25, the drive shaft 17 and the output shaft 21, and the rotation shaft 7a of the motor 7 and the motor shaft (first rotary electric machine shaft) 27 are coaxial with each other. Not only those that are arranged and jointed with each other, but also those that are integrated. In addition, it also includes ones that are meshed and connected through gears instead of coaxially.
  • the position of the center 19P of the common counter shaft 19 provided on the transaxle 13 is the center 5P of the crankshaft 5a of the engine 5 (the center 25P of the input shaft 25) and the rotation of the motor 7. It is arranged inside a virtual triangle (triangular region) 23 formed by connecting the center 7P of the shaft 7a (center 27P of the motor shaft 27) and the center 21P of the output shaft 21. Further, the position of the center 19P of the common counter shaft 19 is arranged at the substantially central portion of the virtual triangle 23. In addition, as shown in FIG.
  • the position of the center 9P of the rotating shaft 9a of the generator 9 (center 29P of the generator shaft 29) and the position of the center 5P of the crankshaft 5a of the engine 5 (center 25P of the input shaft 25) are They are arranged at substantially the same height, and the center 21P of the output shaft 21 is arranged at the lowest position.
  • the five shafts 19, 21, 25, 27, 29 are both supported at their both ends by bearings on the casing 31 of the transaxle 13 (the generator shaft 29 is supported by the support portion 50, Bearings for other shafts are not shown).
  • An opening is formed in the side surface of the casing 31 located on each of the input shaft 25, the output shaft 21, the motor shaft 27, and the generator shaft 29, and the input shaft 25, the output shaft 21, the motor shaft 27,
  • Each of the generator shafts 29 extends to the outside of the casing 31 through these openings and is connected to the crankshaft 5a, the drive shaft 17, the rotating shaft 7a of the motor 7, and the rotating shaft 9a of the generator 9 outside the casing 31.
  • a torque limiter 33 having a function of blocking excessive torque and protecting the power transmission mechanism is provided on the crankshaft 5a.
  • first path 35 a power transmission path from the motor 7 to the output shaft 21 via the motor shaft 27
  • second path 37 Power transmission path from the engine 5 to the output shaft 21 and a power transmission path from the engine 5 to the generator shaft 29 via the input shaft 25
  • third path 39 is a power generation power transmission path.
  • the first path 35 is a path related to power transmission from the motor 7 to the drive wheels 11, and is responsible for power transmission of the motor 7.
  • a connecting/disconnecting mechanism 41 which will be described later, for connecting/disconnecting the power transmission is interposed in the middle of the first path 35.
  • the second path 37 is a path related to power transmission from the engine 5 to the drive wheels 11, and is responsible for power transmission during operation of the engine 5.
  • a switching mechanism 43 which will be described later, is provided in the middle of the second path 37 to connect and disconnect the power transmission and perform high/low switching.
  • the third path 39 is a path related to power transmission from the engine 5 to the generator 9, and is responsible for power transmission during engine start and power transmission during power generation by the engine 5.
  • the "fixed gear” means a gear that is provided integrally with the shaft and that cannot rotate relative to the shaft.
  • the “idle gear” means a gear pivotally supported so as to be rotatable relative to the shaft.
  • the input shaft 25 is provided with one fixed gear 25a and two idle gears 25H and 25L, and a switching mechanism 43 is interposed.
  • the fixed gear 25a is arranged near the left side surface of the casing 31, and is constantly meshed with the fixed gear 29a provided on the generator shaft 29. That is, the input shaft 25 and the generator shaft 29 are connected via the two fixed gears 25a and 29a, and power can be transmitted between the engine 5 and the generator 9.
  • the two idle gears 25H and 25L have different numbers of teeth, and are constantly meshed with the two fixed gears 19H and 19L provided on the common counter shaft 19 and having different numbers of teeth.
  • the fixed gear 19L constitutes a common counter gear.
  • one idle gear 25H having a large number of teeth is arranged adjacent to the fixed gear 25a, and the other idle gear 25L having a small number of teeth is arranged near the right side surface of the casing 31.
  • One free gear 25L having a small number of teeth meshes with one fixed gear 19L having a large number of teeth to form a low gear stage.
  • the other free gear 25H having a large number of teeth meshes with the other fixed gear 19H having a small number of teeth to form a high gear stage.
  • the idle gear 25H has a tooth surface portion that meshes with the fixed gear 19H on the left side, and a dog gear 25d that is coupled to the abutting portion that is provided on the right side of this tooth surface portion.
  • the idle gear 25L has a tooth surface portion that meshes with the fixed gear 19L on the right side, and a dog gear 25e that is coupled to an abutting portion provided on the left side of the tooth surface portion.
  • Dog teeth (not shown) are provided at the tip ends (radially outer ends) of the dog gears 25d and 25e.
  • the switching mechanism 43 is arranged between the two idle gears 25H and 25L, controls the connection/disconnection state of the power of the engine 5, and switches between the high gear stage and the low gear stage.
  • the switching mechanism 43 is composed of two selection mechanisms 43A and 43B for selecting each of the high gear stage and the low gear stage. Both of these two selection mechanisms 43A and 43B are mounted on the input shaft 25.
  • the switching mechanism 43 is a hub 43h fixed to the input shaft 25, and an annular ring that cannot rotate relative to the hub 43h (input shaft 25) and that is slidably coupled in the axial direction of the input shaft 25. And a sleeve 43s.
  • the sleeve 43s moves from the neutral position in the drawing to the left and right sides by the actuator (not shown) being controlled by the electronic control unit.
  • Spline teeth (not shown) that engage with the dog teeth of the dog gears 25d and 25e are provided on the radially inner side of the sleeve 43s. The engagement of the spline teeth and the dog teeth causes the sleeve 43s and the dog gear 25d or the dog gear 25e to engage with each other.
  • both the two idle gears 25H and 25L are in the idling state. In this case, even if the engine 5 is operating, the power of the engine 5 (the rotation of the input shaft 25) is not transmitted to the output shaft 21. That is, in this case, the power transmission of the engine 5 is cut off. In this case, if the common counter shaft 19 is rotating (that is, the drive wheels 11 are rotating), the two idle gears 25H and 25L rotate (idle) following this rotation.
  • the sleeve 43s moves to the right and engages with the dog gear 25e of the idle gear 25L, so that the idle gear 25L in the low gear stage is rotationally connected to the input shaft 25.
  • the sleeve 43s moves to the left side and engages with the dog gear 25d of the idle gear 25H, so that the idle gear 25H in the high gear stage is rotationally connected to the input shaft 25.
  • the rotation speed of the input shaft 25 is synchronized with the rotation speed of the drive wheel 11 side by the generator 9. That is, when the sleeve 43s is engaged with one of the dog gears 25d and 25e of the freewheel gears 25H and 25L, the rotation speed of the input shaft 25 becomes the rotation speed on the common counter shaft 19 side prior to the engagement.
  • the inverter on the side of the generator 9 is controlled by the electronic control device so as to match.
  • a sensor detects a rotational speed difference (rotational difference) between the input shaft 25 and the drive wheel 11, and a load is applied to the rotation of the input shaft 25 from the generator 9 according to the rotational speed difference.
  • a rotational speed difference rotational difference
  • the fixed gear 19a provided between the two fixed gears 19H and 19L having different numbers of teeth provided on the common counter shaft 19 is constantly meshed with the ring gear 15a of the differential gear 15 provided on the output shaft 21. Further, one of the two fixed gears 19H and 19L provided on the common counter shaft 19 and having a large number of teeth, which has a large number of teeth, is in constant mesh with the idle gear 25L of the input shaft 25. It also constantly meshes with an idle gear 27a provided on the motor shaft 27. That is, the fixed gear 19L of the common counter shaft 19 is a common gear that forms the first path 35 and the second path 37.
  • the idle gear 27a provided on the motor shaft 27 has a tooth surface portion that meshes with the fixed gear 19L of the common counter shaft 19 on the right portion thereof, and is connected to a contact portion that is provided on the left side of the tooth surface portion. It has the dog gear 27e.
  • the dog gear 27e also has dog teeth (not shown) at its tip.
  • a connection/disconnection mechanism 41 for controlling the connection/disconnection state of the power of the motor 7 is provided on the motor shaft 27.
  • the connecting/disconnecting mechanism 41 includes a hub 41h fixed to the motor shaft 27 and an annular sleeve 41s that is relatively unrotatable with respect to the hub 41h (motor shaft 27) and is slidably coupled in the axial direction. Have. Spline teeth (not shown) are provided on the radially inner side of the sleeve 41s. When the sleeve 41s is in the neutral position (left side), the idle gear 27a is in the idling state, and the power transmission in the first path 35 is cut off.
  • the sleeve 41s moves in the axial direction (right side) and engages with the dog gear 27e of the idling gear 27a, the idling gear 27a is rotationally connected to the motor shaft 27, and the power transmission in the first path 35 is transmitted. It will be possible. That is, since the power of the motor 7 is transmitted to the drive wheel 11 side and the rotation of the drive wheel 11 side is transmitted to the motor 7, power running drive and regenerative power generation by the motor 7 are possible.
  • the sleeve 41s is engaged with the dog gear 27e when the motor 7 is operating (ON state), and the sleeve 41s is controlled to the neutral position (left side) when the motor 7 is stopped (OFF state).
  • the sleeve 41s of the connecting/disconnecting mechanism 41 mounted on the motor shaft 27 moves in the axial direction (right side) and engages with the dog gear 27e of the idling gear 27a to enable power transmission in the first path 35.
  • the sleeve 43s of the switching mechanism 43 interposed in the input shaft 25 is in the neutral position, both the two idle gears 25H and 25L are in the idling state, and the power transmission in the second path 37 is cut off.
  • the vehicle 1 is driven only by the motor 7 using the charging power of the driving battery.
  • the generator 9 is always in a state where power can be transmitted by the engine 5, but the engine 5 is stopped, so that the generator 9 stops power generation.
  • the positions of the sleeve 41s of the connecting/disconnecting mechanism 41 mounted on the motor shaft 27 and the sleeve 43s of the switching mechanism 43 mounted on the input shaft 25 are the same as those in the EV mode. Since the engine 5 is started, the generator 9 is driven to generate electric power, and the electric power is used to drive the vehicle 1 by the motor 7.
  • the sleeve 41s of the connecting/disconnecting mechanism 41 mounted on the motor shaft 27 moves in the axial direction (right side) and engages with the dog gear 27e of the idle gear 27a to enable power transmission in the first path 35.
  • the sleeve 43s of the switching mechanism 43 interposed in the input shaft 25 moves in either the left or right axial direction and engages with either of the two idle gears 25H and 25L, and the power transmission of the second path 37 is performed. Is possible.
  • the vehicle 1 is driven by using the engine 5 and the motor 7 together.
  • the sleeve 41s of the connecting/disconnecting mechanism 41 mounted on the motor shaft 27 moves in the axial direction (left side) to release the engagement of the idling gear 27a with the dog gear 27e, so that the first path 35
  • the power transmission is cut off.
  • the sleeve 43s of the switching mechanism 43 interposed in the input shaft 25 moves in either the left or right axial direction and engages with either of the two idle gears 25H and 25L, and the power transmission of the second path 37 is performed. Is possible.
  • the motor 7 is stopped. As a result, the vehicle 1 is driven only by the engine 5 while the motor 7 is stopped.
  • the counter shaft provided on the first path 35 from the motor 7 to the output shaft 21, and the counter shaft provided on the second path 37 from the engine 5 to the output shaft 21. are shared and configured by one common counter shaft 19, so that the power transmission path is simplified.
  • the transaxle 13 is composed of five shafts 19, 21, 25, 27, 29 arranged in parallel with each other.
  • the configuration shown in FIG. 3 of the prior art document for example, as a conventional technique, the configuration includes six axes arranged in parallel with each other.
  • the counter gear provided on the first path 35 from the motor 7 to the output shaft 21 and the counter gear provided on the second path 37 from the engine 5 to the output shaft 21 are made common by one common counter gear 19L. Therefore, the power transmission path can be further simplified.
  • the fixed gear and the idle gear are nine gears in total, whereas in the prior art, for example, In the configuration shown in FIG. 3 of the technical document, the fixed gear and the idle gear are combined to be composed of 11 gears.
  • the position of the center 19P of the common counter shaft 19 is changed. Since the input shaft 25, the motor shaft 27, and the output shaft 21 are positioned inside a virtual triangle (triangular region) 23 formed by connecting the centers 25P, 27P, and 21P of the output shaft 21, by arranging the common counter shaft 19, the transaxle is arranged.
  • the power transmission device 3 can be made compact without increasing the size of the power transmission device 13.
  • the position of the center 19P of the common counter shaft 19 is arranged in the substantially central portion of the triangle inside the virtual triangle 23, the position of the center 19P of the common counter shaft 19 is substantially equidistant from the center position of each shaft.
  • the switching mechanism 43 is provided on the power transmission path (second path 37) from the engine 5 to the output shaft 21, and the power from the engine 5 is switched in two stages and transmitted (output). As a result, it is possible to increase the number of driving patterns, improve drive feeling, improve fuel efficiency, and improve vehicle commercialability.
  • the connecting/disconnecting mechanism 41 for connecting/disconnecting the power from the motor 7 since the connecting/disconnecting mechanism 41 for connecting/disconnecting the power from the motor 7 is provided, it is possible to prevent the drive wheel 11 from being rotated by the rotation of the motor 7 in the off state. Therefore, the field weakening control associated with the accompanying rotation is not required, and the power consumption can be improved.
  • FIGS. 4A and 4B an embodiment shown in FIGS. 4A and 4B will be described.
  • a switching mechanism 45 that controls the connection/disconnection of the power of the motor 7 and the switching between the high gear stage and the low gear stage is provided on the motor shaft 27. Except for this configuration, the configuration is similar to that of FIGS. 3A and 3B.
  • the switching mechanism 45 has the same configuration as the switching mechanism 43 inserted in the input shaft 25 of FIG. 3A.
  • the switching mechanism 45 is arranged between the two idle gears 27H and 27L, and is composed of two selection mechanisms 45A and 45B that select a high gear stage and a low gear stage, respectively. Both of these two selection mechanisms 45A and 45B are mounted on the motor shaft 27.
  • the idle gear 27H has a tooth surface portion that meshes with the fixed gear 19H on the left side, and a dog gear 27d that is coupled to the abutting portion that is provided on the right side of the tooth surface portion.
  • the idle gear 27L has a tooth surface portion that meshes with the fixed gear 19L on the right side, and a dog gear 27e that is coupled to an abutting portion provided on the left side of the tooth surface portion.
  • the fixed gears 19L and 19H form a common counter gear.
  • the switching mechanism 45 is a hub 45h fixed to the motor shaft 27, and an annular ring that cannot rotate relative to the hub 45h (motor shaft 27) and that is slidably coupled in the axial direction of the motor shaft 27. And a sleeve 45s.
  • the sleeve 45s moves from the neutral position in the drawing to the left and right sides by the actuator (not shown) being controlled by the electronic control unit.
  • Spline teeth (not shown) that engage with the dog teeth of the dog gears 27d and 27e are provided on the radially inner side of the sleeve 45s. The engagement of the spline teeth and the dog teeth causes the sleeve 45s and the dog gear 27d or the dog gear 27e to engage with each other.
  • both the two idle gears 27H and 27L are in the idling state. In this case, even if the motor 7 is operating, the power of the motor 7 (rotation of the motor shaft 27) is not transmitted to the output shaft 21. That is, in this case, the power transmission of the motor 7 is cut off. In this case, if the common counter shaft 19 is rotating (that is, the driving wheels 11 are rotating), the two idle gears 27H and 27L rotate (idle) following this rotation.
  • the switching mechanism 45 that controls the connection/disconnection of the power of the motor 7 to the motor shaft 27 and the switching between the high gear stage and the low gear stage is interposed. Since it is mounted, the power from the motor 7 can be switched (transmitted) in two stages when traveling in the EV mode and the parallel mode, so that the traveling pattern can be increased, and the drive feeling and the fuel economy can be improved. Can be obtained, and the vehicle marketability can be improved.
  • the two selection mechanisms 45A and 45B for selecting each of the high gear stage and the low gear stage are mounted on the motor shaft 27, they do not affect the structure of the common counter shaft 19. Therefore, the common counter shaft 19 can be simplified.
  • a switching mechanism 47 that switches (transmits) power from the engine 5 between two stages, a high gear stage and a low gear stage, selects each of the high gear stage and the low gear stage.
  • the selection mechanism 47A includes two selection mechanisms 47A and 47B. One of the two selection mechanisms 47A is mounted on the input shaft 25, and the other selection mechanism 47B is mounted on the common counter shaft 19. Except for this configuration, the configuration is similar to that of FIGS. 3A and 3B.
  • the selection mechanism 47A has a hub 47Ah fixed to the input shaft 25, and an annular sleeve 47As that is non-rotatable relative to the hub 47Ah (input shaft 25) and is slidably coupled in the axial direction. Spline teeth (not shown) are provided inside the sleeve 47As in the radial direction.
  • the idling gear 25L is in the neutral position (on the left side in the axial direction)
  • the idling gear 25L is in the idling state.
  • the sleeve 47As moves axially rightward and engages with the dog gear 25e of the idle gear 25L, the idle gear 25L is rotationally connected to the input shaft 25.
  • the selection mechanism 47B includes a hub 47Bh fixed to the common counter shaft 19 and an annular sleeve 47Bs that is relatively non-rotatable with respect to the hub 47Bh (common counter shaft 19) and is slidably coupled in the axial direction.
  • Have. Spline teeth (not shown) are provided on the radially inner side of the sleeve 47Bs.
  • the common counter shaft 19 is provided with an idle gear 19c and a fixed gear 19L so as to sandwich the hub 47Bh forming the selection mechanism 47B, and the idle gear 19c of the common counter shaft 19 and the fixed gear 25a of the input shaft 25 are provided.
  • the fixed gear 19L of the common counter shaft 19 always meshes with the idle gear 25L of the input shaft 25 and also with the idle gear 27a of the motor shaft 27 to form a common counter gear.
  • a fixed gear 19b is provided on the right side of the fixed gear 19L of the common counter shaft 19, and the fixed gear 19b constantly meshes with the ring gear 15a of the differential gear 15.
  • the sleeve 47Bs of the selection mechanism 47B is set to the neutral position (axial right side), and the sleeve 47As of the selection mechanism 47A is moved axially right side.
  • the low gear stage is selected.
  • the high gear stage is selected by moving the sleeve 47As of the selection mechanism 47A to the neutral position (on the axial left side) and moving the sleeve 47Bs of the selection mechanism B to the axial left side.
  • two selection mechanisms 47A for selecting each of the high gear stage and the low gear stage are provided on the input shaft 25, and the other selection mechanism 47B is provided on the common counter shaft 19, so that they are shown in FIGS. 3A and 4A.
  • both selection mechanisms 43A and 43B are provided on the input shaft 25 like the switching mechanism 43. Will be possible. That is, since the moving distance of the sleeve can be shortened, the switching response can be improved.
  • the generator shaft 49 is supported by one-sided support (cantilevered support) only by the bearing 51 provided on the generator 9 side, and the shaft tip on the opposite side to the one-sided support.
  • An outer peripheral portion of a gear that is interposed in the input shaft 25 and that transmits power from the input shaft 25 to the common counter shaft 19 is disposed inside the casing 31 that is axially outer than the portion. Except for this configuration, the configuration is similar to that of FIGS. 3A and 3B.
  • the generator shaft 49 has a one-sided support structure that is supported only by the bearing 51 provided on the generator 9 side.
  • a fixed gear 29a that is constantly meshed with a fixed gear 25a fixed to the input shaft 25 is provided at the shaft tip portion on the right side of the bearing 51.
  • the length of the generator shaft 49 is shortened as compared with the generator shaft 29 of the both-sided support (the supporting portion 50 in FIG. 3A) shown in FIG. 3A, whereby A space S is formed inside the casing 31 axially forward of the tip of the generator shaft 49.
  • the outer peripheral portion of the idling gear 25H' interposed on the input shaft 25 is arranged.
  • the idle gear 25H' is a gear constituting the high gear stage side of the switching mechanism 43, and is constantly meshed with the fixed gear 19H' of the common counter shaft 19.
  • the outer peripheral portion of the idle gear 25L' interposed on the input shaft 25 can be arranged in the space S portion.
  • This idle gear 25L' is a gear that constitutes the low gear stage side of the switching mechanism 43, and is constantly meshed with the fixed gear 19L' of the common counter shaft 19.
  • the fixed gear 19L' constitutes a common counter gear.
  • the support structure is simplified as compared with the structure in which the generator shaft 29 of FIGS. 3A and 3B is supported on both sides, so that the power transmission device can be made compact. Can contribute.
  • the degree of freedom in setting the gear ratio (reduction ratio) from the engine 5 to the output shaft 21 and from the motor shaft 27 to the output shaft 21 can be increased while suppressing an increase in the size of the casing 31.
  • the gear ratio from the engine to the output shaft is shallow (small reduction ratio), and the gear ratio from the motor to the output shaft is deep (deceleration). It is preferable to set the gear ratio to a larger value, and when a common counter shaft is used, it is preferable that the shared gear has a large diameter and the diameter of the gear interposed in the input shaft on the engine side is large.
  • the present embodiment by supporting the generator shaft 49 on one side, it is possible to suppress an increase in the casing 31 and easily cope with increasing the diameter of the gear interposed in the input shaft 25 on the engine side. Even if the structure of the common counter shaft 19 is adopted, the degree of freedom in setting the gear ratio (reduction ratio) from the engine 5 to the output shaft 21 and from the motor 7 to the output shaft 21 can be reduced while suppressing an increase in the size of the casing 31. Can increase.
  • FIGS. 6A and 6B show a configuration in which the structure of the one-sided supported generator shaft 49 is applied to the configurations of FIGS. 3A and 3B, the structure of the one-sided supported generator shaft 49 is shown in FIG. 4A. 4B, and the configurations of the embodiments of FIGS. 5A and 5B.
  • FIGS. 7A and 7B an embodiment shown in FIGS. 7A and 7B will be described.
  • a planetary gear mechanism 53 is provided on a motor shaft 27, and the planetary gear mechanism 53 is output to a sun gear 55 fixed to the motor shaft 27 and a common counter shaft 19.
  • a carrier 57 and a ring gear 59 that can be switched between being fixed to the casing 31 and being opened. Except for this configuration, the configuration is similar to that of FIGS. 6A and 6B.
  • a planetary gear mechanism 53 is interposed on the motor shaft 27.
  • the planetary gear mechanism 53 is fixed to the motor shaft 27 and to the casing 31.
  • a ring gear 59 that is supported so as to be switchable between open and closed, a carrier 57 that is arranged between the sun gear 55 and the ring gear 59, and a pinion gear that is rotatably supported by the carrier 57 and that is constantly meshed with the sun gear 55 and the ring gear 59.
  • the motor shaft 27 is provided with an idle gear 27b which is constantly meshed with a fixed gear 19L fixed to the common counter shaft 19, and the idle gear 27b rotates integrally with the carrier 57.
  • a dog clutch 63 that switches between fixing and releasing the ring gear 59 to the casing 31 is provided.
  • the dog clutch 63 has an annular sleeve 63s that is relatively non-rotatable with respect to the casing 31 and is slidably coupled in the axial direction. Spline teeth (not shown) are provided on the radial outside of the sleeve 63s. When the sleeve 63s is in the neutral position (on the left side in the axial direction), the ring gear 59 is in the idling state.
  • the dog clutch 63 constitutes the connecting/disconnecting mechanism 41 that is interposed in the middle of the first path 35.
  • the planet gear mechanism 53 since the planetary gear mechanism 53 is provided on the motor shaft 27, the planet gear mechanism 53 may provide a counter shaft different from the motor shaft 27. Instead, the gear ratio can be set deep on the motor shaft 27 (decelerate by increasing the reduction ratio).
  • the planetary gear mechanism 53 provided on the motor shaft 27 increases the degree of freedom in setting the gear ratio (reduction ratio) from the motor shaft 27 to the output shaft 21 while suppressing an increase in the size of the power transmission device. it can.
  • the movement of the sleeve 63s can switch between fixing and releasing the ring gear 59 of the planetary gear mechanism 53 to the casing 31, so that the transmission and interruption of the driving force from the motor 7 to the output shaft 21 can be performed with a simple mechanism. It can be carried out.
  • FIGS. 8A, 8B, 9A, and 9B Next, one embodiment shown in FIGS. 8A, 8B, 9A, and 9B will be described. 8A, FIG. 8B, FIG. 9A, and FIG. 9B are different from the embodiment shown in FIG. 7A and FIG. 7B only in the rotation direction when the motor 7 is operating when the ring gear 59 is rotatable. A one-way clutch 65 that permits rotation is further provided.
  • the one-way clutch 65 allows the ring gear 59 to rotate only in the rotation direction when the motor 7 is operating, and prevents the ring gear 59 from rotating in the reverse direction. It is possible to shorten the transition time from the open state of 63 to the connected state.
  • FIGS 9A and 9B show velocity diagrams for explaining the operating state of the one-way clutch 65.
  • the horizontal axis is fixed to the motor shaft 27 and the sun gear (S) 55 to which the driving force is input, the carrier (C) 57 to which the driving force is output to the common counter shaft 19, and the casing 31.
  • a ring gear (R) 59 that can be switched between fixed and open is shown, and the vertical axis shows the rotation speed.
  • the upper side of the vertical axis is the positive rotation direction, which indicates the positive rotation direction of the motor 7, and the lower side of the vertical axis is the negative rotation direction, which indicates the reverse rotation direction.
  • FIG. 9A shows a case where the motor 7 is stopped, the dog clutch 63 is disengaged, and the ring gear 59 is opened.
  • FIG. 9B shows a state in which the motor 7 rotates and the dog clutch 63 shifts from disconnection to connection, and the ring gear 59 shifts to a fixed state.
  • FIGS. 7A and 7B and the embodiments shown in FIGS. 8A and 8B have a configuration in which the planetary gear mechanism 53 is applied to the motor shaft 27 of FIGS. 6A and 6B.
  • the planetary gear mechanism 53 may be applied to the motor shaft 27 of the embodiment of FIG. 3B, the embodiments of FIGS. 4A and 4B, and the embodiments of FIGS. 5A and 5B.
  • the counter shaft is provided in the power transmission path (second path) from the engine to the output shaft and the power transmission path (first path) is provided from the motor to the output shaft. Since the two counter shafts including the counter shaft are made common, and the arrangement of the common counter shafts can be improved to make the entire device compact, it is suitable for use in a power transmission device of an electric vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de transmission d'énergie pour un véhicule électrique équipé d'un générateur et d'un moteur, le dispositif de transmission d'énergie étant apte à transmettre l'énergie du générateur et du moteur à une roue motrice séparément ou simultanément. Selon l'invention : un arbre de compteur disposé sur un trajet de transmission d'énergie entre un arbre d'entrée qui est relié à un arbre de rotation du générateur et un arbre de sortie relié à un arbre d'entraînement qui entraîne la roue motrice, et un contre-arbre disposé sur un trajet de transmission d'énergie entre un arbre de moteur qui est relié à un arbre de rotation du moteur et l'arbre de sortie, sont conçus à partir d'un arbre de compteur commun ; l'arbre d'entrée, l'arbre de moteur, l'arbre de sortie et le contre-arbre commun sont disposés dans la même direction axiale ; et, vu depuis la même direction axiale, la position centrale du contre-arbre commun est disposée sur le côté interne d'un triangle virtuel formé en reliant les centres de l'arbre d'entrée, de l'arbre de moteur et de l'arbre de sortie.
PCT/JP2019/042518 2018-11-30 2019-10-30 Dispositif de transmission d'énergie pour véhicule électrique WO2020110577A1 (fr)

Applications Claiming Priority (2)

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JP2018225296 2018-11-30
JP2018-225296 2018-11-30

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WO2020110577A1 true WO2020110577A1 (fr) 2020-06-04

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001355727A (ja) * 2000-06-12 2001-12-26 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2007290677A (ja) * 2006-03-29 2007-11-08 Toyota Motor Corp ハイブリッド駆動装置
JP2009280174A (ja) * 2008-05-26 2009-12-03 Toyota Motor Corp 動力伝達装置
JP2010036880A (ja) * 2008-07-11 2010-02-18 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2017222197A (ja) * 2016-06-13 2017-12-21 三菱自動車工業株式会社 トランスアクスル装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001355727A (ja) * 2000-06-12 2001-12-26 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2007290677A (ja) * 2006-03-29 2007-11-08 Toyota Motor Corp ハイブリッド駆動装置
JP2009280174A (ja) * 2008-05-26 2009-12-03 Toyota Motor Corp 動力伝達装置
JP2010036880A (ja) * 2008-07-11 2010-02-18 Aisin Aw Co Ltd ハイブリッド駆動装置
JP2017222197A (ja) * 2016-06-13 2017-12-21 三菱自動車工業株式会社 トランスアクスル装置

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