JP2014091428A - Power transmission device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a silent power transmission device of a hybrid vehicle which can cope with torque cutoff at gear change and can efficiently travel during traveling using only a motor generator.SOLUTION: A power transmission device of a hybrid vehicle includes an internal combustion engine 11 and a motor generator 2 as power sources, and includes a variable transmission mechanism A which has an input shaft 3, an output shaft 4, an additional shaft 5 and a motor generator shaft 22 of the motor generator 2 arranged approximately parallel to each other and can change the output inputted into the input shaft 3 by one or more variable transmission gear pairs arranged between the input shaft 3 and the output shaft 4, a motor generator transmission mechanism B which can change the output of the motor generator 2 by at least two motor generator transmission gear pairs arranged between the motor generator shaft 22 and the additional shaft 5, and connecting means C which connects the motor generator transmission mechanism B to the input shaft 3 or the output shaft 4.

Description

  The present invention relates to a power transmission device for a hybrid vehicle having an internal combustion engine and a motor generator as power sources.

  Currently, various so-called hybrid vehicles using an internal combustion engine and a motor generator (hereinafter abbreviated as “MG”) as power sources have been developed and disclosed. Among the merits of providing an MG separately from the internal combustion engine as a power source, there are merits that differ depending on the connection position of the MG. In the arrangement in which the MG is connected to the wheel side, that is, the output side of the transmission, there is traveling without using the transmission, starting by the MG, and recovery of energy during braking by the MG. In an arrangement in which the MG is connected to the internal combustion engine side, that is, the input side of the transmission, there are a start of the internal combustion engine by the MG, a power generation using the MG by the internal combustion engine, and the like.

  Actually, there is a hybrid vehicle in which MG is mounted on each of the input side and output side of the transmission. However, mounting two MGs increases weight, mounting space, cost, and the like. Therefore, a hybrid vehicle has been devised in which there is one MG and the connection can be switched between the input side and the output side of the transmission. For example, it is patent document 1. FIG.

  The hybrid vehicle disclosed in Patent Document 1 uses a transmission that selects a gear combination of gear ratios corresponding to each gear stage, and the output of the internal combustion engine that is generated at the time of gear shifting that switches the gear stage is cut off. Torque interruption can be assisted and avoided by connecting the MG to the output side. However, since the gear of the device of Patent Document 1 has a fixed gear when assisting with MG, there is a case where the allowable rotation of MG is exceeded at the time of shifting at a high speed gear stage corresponding to high speed traveling, and assist cannot be performed. . Therefore, if the gear for assisting is configured to be compatible with the high speed gear, this time, the torque for assisting by the MG is insufficient at the time of shifting at the low speed and the torque is interrupted.

  Further, in the hybrid vehicle disclosed in Patent Document 1, it is necessary to connect the MG to the input shaft (the input side of the transmission) in order to prevent the MG from over-rotating when traveling by the MG in the high speed range. For this reason, in the hybrid vehicle disclosed in Patent Document 1, when traveling with only MG, unnecessary gears on the input shaft and the output shaft also rotate (follow-up), and so-called drag loss and stirring loss are large.

  Furthermore, in the hybrid vehicle disclosed in Patent Document 1, the number of times that the gear from the MG to the differential mechanism meshes is as many as four. When the number of meshing is large, the meshing loss is worsened, and the gear noise and the rattling noise are worsened. In particular, when the vehicle travels only with the MG with the internal combustion engine stopped, the drive noise of the MG is small, so gear noise and rattling noise are drowned out by the drive sound of the internal combustion engine compared to when the internal combustion engine is also driven. Absent.

JP 2002-526326 A

  The present invention has been made in view of the above circumstances, and can provide a quiet power transmission device for a hybrid vehicle that can cope with torque interruption at the time of gear shifting, can efficiently travel when only a motor generator is traveling. It is a problem to be solved.

The structural feature of (1) for solving the above problem is that an internal combustion engine and a motor generator are used as a power source,
An input shaft connected to the output shaft of the internal combustion engine via intermittent means;
An output gear that is synchronously rotated and constantly meshes with a final gear that transmits power to drive wheels, and an output shaft arranged in parallel with the input shaft;
An additional shaft that is provided with an additional gear that rotates synchronously and is arranged in parallel to the input shaft;
A shift speed change mechanism capable of shifting an output input to the input shaft by one or more speed change gear pairs disposed between the input shaft and the output shaft;
A motor-generator transmission mechanism capable of shifting the output of the motor-generator by at least two motor-generator transmission gear pairs disposed between the motor-generator shaft of the motor-generator and the additional shaft;
Connecting means for connecting the motor generator speed change mechanism to the input shaft or the output shaft;
Have
The speed change mechanism includes one gear of the speed change gear pair that rotates synchronously with the input shaft or the output shaft, and one of the speed change gear pairs that is rotatable relative to the output shaft or the input shaft. The other gear of the gear stage transmission gear pair that is always meshed with the other gear and one gear or the other gear of the gear stage transmission gear pair are connected so as to be able to rotate synchronously and rotate synchronously with the output shaft or the input shaft. Gear position connecting means;
The motor generator speed change mechanism is rotatable relative to one gear of the motor generator speed change gear pair rotating synchronously with the additional shaft or the motor generator shaft, and the motor generator shaft or the additional shaft. The other gear of the motor-generator transmission gear pair that is always meshed with one gear of the motor-generator transmission gear pair, and one gear of the motor-generator transmission gear pair or the other gear are connected to be synchronously rotatable. Motor generator connection means that rotates synchronously with the motor generator shaft or the additional shaft,
The coupling means includes an input shaft selection gear that is rotatable relative to the input shaft, an input shaft connection means that is connected to the input shaft selection gear so as to be able to rotate synchronously and is rotated synchronously with the input shaft, and relative rotation with the output shaft A possible output shaft selection gear, and an output shaft connection means connected to the output shaft selection gear so as to be able to rotate synchronously and rotating synchronously with the output shaft,
The additional gear, the input shaft selection gear, and the output shaft selection gear are always meshed directly or indirectly.

  Here, “directly or indirectly always meshed” means that the gear and the gear are always directly meshed and the gear and the gear are connected via another gear (not described). It includes a configuration that rotates synchronously, that is, a gear and another gear are always in direct meshing and all gears rotate synchronously when one gear rotates. And "another gear" is not restricted to one.

  The invention of the above (1) can be adopted by arbitrarily adding one or more of the configurations of (2) and (3) described below.

  The structural feature of the invention according to (2) is that the gear stage speed change mechanism is such that the one gear rotates synchronously with the input shaft and the other gear can rotate relative to the output shaft. And rotating in synchronism with the output shaft by means.

  The structural feature of the invention according to (3) is that the input shaft selection gear and the output shaft selection gear are one of the shift speed gear pairs.

  In the invention according to (1), the motor generator shaft of the motor generator rotates synchronously with the additional shaft via a motor generator speed change mechanism that is disposed between the motor generator shaft and the additional shaft. The additional gear that rotates in synchronization with the additional shaft is always meshed directly or indirectly with the input shaft selection gear of the input shaft and the output shaft selection gear of the output shaft. That is, the additional gear is rotationally synchronized with the input shaft selection gear and the output shaft selection gear. The input shaft selection gear rotates synchronously with the input shaft when connected to the input shaft connection means, and the output shaft selection gear rotates synchronously with the output shaft when connected to the output shaft connection means. Therefore, according to the invention which concerns on (1), the motor generator axis | shaft used as the input / output to a motor generator can rotate synchronously with an input shaft or an output shaft. That is, the motor generator can be connected to the input side or the output side.

  The invention according to (1) includes a motor generator speed change mechanism capable of shifting the output of the motor generator by at least two motor generator speed change gear pairs arranged between the motor generator shaft and the additional shaft of the motor generator. Prepare. Therefore, the output of the motor generator can be shifted with at least two gear ratios and transmitted to the additional shaft. Since the motor generator can be connected to the output side, by appropriately setting the gear ratio of the motor generator transmission gear pair, the output of the internal combustion engine at the time of shifting to switch the transmission gear pair of the transmission gear transmission mechanism is cut off. When assisting, it is possible to assist in accordance with the low and high speed stages of the gear stage speed change mechanism. Therefore, according to the invention according to (1), torque interruption can be avoided.

  In the invention according to (1), when traveling with only the motor generator, the motor generator shaft and the additional shaft mesh once with the motor generator speed change mechanism, and the additional shaft and the output shaft are connected. The gear meshes once with the means, and meshes once with the output gear of the output shaft and the final gear. Therefore, according to the invention which concerns on (1), when driving | running only with a motor generator, since the frequency | count of meshing can be reduced to 3 times, a meshing loss, a gear noise, and a rattling sound can be reduced.

  Therefore, according to the invention according to (1), it is possible to cope with torque interruption at the time of shifting at a low and high speed stage, and the meshing loss at the time of traveling of only the motor generator is suppressed, so that the traveling can be performed efficiently and quietly. A power transmission device for a hybrid vehicle can be provided.

  According to the invention according to (2), when the other gear, which is rotatable relative to the shaft, is disposed on the output shaft of the gear pair of the gear shifting mechanism of the gear shifting mechanism, when traveling with only the motor generator, Since the gears on the input shaft excluding the input shaft selection gear and the gears on the output shaft excluding the output shaft selection gear are stationary, drag loss (stirring loss) is reduced.

  According to the invention according to (3), since the gear pair of the input shaft selection gear and the output shaft selection gear is set to one of the shift speed gear pairs, extension in the axial direction is suppressed.

1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle according to a first embodiment.

  A representative embodiment of the present invention will be described with reference to FIG. A hybrid vehicle power transmission device (hereinafter referred to as a “power transmission device”) according to the present embodiment is mounted on a vehicle.

(Embodiment 1)
As shown in FIG. 1, the power transmission device according to the first embodiment includes an internal combustion engine 11, an MG (motor generator) 2, an MG shaft (motor generator shaft) 22, an input shaft 3, an output shaft 4, and an addition. It has a shaft 5, a gear stage speed change mechanism A, an MG mechanism (motor generator speed change mechanism) B, a connecting means C, and a control means 6.

  The internal combustion engine 11 and MG2 are arranged as different power sources as described below. The internal combustion engine 11 is arranged such that its output shaft 111 can be connected to the input shaft 3 by a clutch (interrupting means) 12.

  The MG 2 is connected to the battery 62 via the drive / power generation means 61. The drive / power generation means 61 is controlled by the control means 6 described later to stop, drive, or switch the MG 2 to power generation. In the case of driving, the MG 2 is supplied with power for driving from the battery 62 via the driving / power generation means 61, and in the case of power generation, the battery 62 is charged with the power generated by the MG 2 via the driving / power generation means 61. . MG2 outputs an output by driving to an output shaft, and power for power generation is input from the output shaft. Since the MG shaft 22 is coaxially arranged with the output shaft of the MG2 and rotates integrally, the MG shaft 22 is treated as an output shaft of the MG2 below. Two MG gears (motor generator gears) 221 and 222 that rotate in synchronization with the MG shaft 22 are disposed on the MG shaft 22.

  The input shaft 3 is substantially parallel to the MG shaft 22 and has one end connected to the clutch 12 so as to be rotatable. The input shaft 3 rotates synchronously with the output shaft 111 of the internal combustion engine 11 when the clutch 12 is connected, and rotates relative to the output shaft 111 of the internal combustion engine 11 when the clutch 12 is disconnected. The input shaft 3 includes five input shaft transmission gears 31 to 35, one input shaft selection gear 36, and one input shaft connecting means (including the first sleeve 37 and the actuator 13). The input shaft transmission gears 31 to 35 are integrally coupled to the input shaft 3 so as to be aligned with the input shaft 3 in a row in the axial direction. The input shaft selection gear 36 is disposed on the outer periphery of the input shaft 3 via a bearing (not shown), and is rotatable relative to the input shaft 3. In the power transmission device according to the first embodiment, the input shaft selection gear 36 is positioned on the clutch 12 side, and a first sleeve 37 and five input shaft transmission gears 31 described later in a direction away from the clutch 12 from the input shaft selection gear 36. ~ 35 are arranged side by side. The input shaft connecting means has a first sleeve 37 and an actuator 13. The first sleeve 37 rotates in synchronization with the input shaft 3 and slides in the axial direction of the input shaft 3 by the actuator 13. The first sleeve 37 slides between an engagement position that engages (connects) with the input shaft selection gear 36 so as to be synchronously rotatable, and a neutral position that does not friction and engage with the input shaft selection gear 36. The input shaft selection gear 36 is synchronously rotated with the input shaft 3 by engaging with the first sleeve 37 so as to be capable of synchronous rotation. A synchronizing means 321 is disposed between the first sleeve 37 and the input shaft selection gear 36. The synchronizing means 371 first frictionally engages the cone surfaces (not shown) so that the rotation of the first sleeve 37 and the input shaft selection gear 36 is synchronized, and then spline-couples after synchronization. The neutral position is a position that is not frictionally engaged for spline engagement and synchronization.

  The input shaft transmission gear 35 that rotates in synchronization with the input shaft 3 is a gear for the reverse speed. When the reverse gear is selected, the input shaft transmission gear 35 meshes with the idler gear 73 and rotates synchronously with the output shaft 4 via a second sleeve 48 described later. The idler gear 73 rotates synchronously with an idler shaft 72 disposed substantially parallel to the input shaft 3 and slides in the axial direction by an actuator (not shown). Outer peripheral teeth 483 are formed on the outer periphery of the second sleeve 48, and the idler gear 75 slides between the first sleeve 48 and the input shaft transmission gear 35 when in the neutral position, so that the outer peripheral teeth 483 and the idler gear are moved. 75 teeth mesh. At this time, the idler gear 75 meshes with the input shaft transmission gear 35, and the input shaft 3 and the first output shaft 4 can be rotated synchronously via the input shaft transmission gear 35 and the idler gear 75, so that the vehicle can move backward.

  The output shaft 4 is rotatably supported substantially parallel to the input shaft 3. The output shaft 4 includes one output gear 41, four output shaft transmission gears 42 to 45, one output shaft selection gear 46, and three output shaft connecting means (second sleeves 47 to 49 and actuators 14 to 16). The output gear 41 rotates in synchronization with the output shaft 4 and always meshes with a final gear 71 that transmits power to drive wheels (not shown). The output shaft transmission gears 42 to 45 are arranged side by side in the axial direction so as to be relatively rotatable with the output shaft 4, and always mesh with the input shaft transmission gears 31 to 34 on the input shaft 3. The output shaft selection gear 46 is positioned on the outer periphery of the output shaft 4 via a bearing (not shown), and is disposed so as to be rotatable relative to the output shaft 4. The output shaft selection gear 36 on the input shaft 3 and a later-described output shaft selection gear 46. The additional shaft output gear 51 is always meshed. In the power transmission device of the first embodiment, the output gear 41 is positioned on the clutch 12 side, and is aligned with the output shaft selection gear 46 and the output shaft transmission gears 42 to 45 in a direction away from the clutch 12 from the output gear 41.

  The output shaft connecting means has three second sleeves 47 to 49 and three actuators 14 to 16. The three second sleeves 47 to 49 rotate in synchronization with the output shaft 4, and one actuator slides on one second sleeve in the axial direction of the output shaft 4. Of the three second sleeves 47 to 49, the second sleeve 47 is located between the output shaft selection gear 46 and the output shaft transmission gears 42 to 45. The two second sleeves 48 and 49 are located between two gears, each of which is a set of two of the four output shaft transmission gears 42 to 45. The three second sleeves 47 to 49 are slid by actuators 14 to 16 between an engagement position where the second sleeves 47 to 49 are engaged with the corresponding gear so as to be synchronously rotatable and a neutral position where the corresponding gear is not engaged with the corresponding gear so as to be synchronously rotatable. Move. When the three second sleeves 47 to 49 are engaged with the corresponding gears, the engaged gears rotate in synchronization with the output shaft 4. Synchronizing means 471, 481, 482, 491, 492 are arranged between the three second sleeves 47 to 49 and the corresponding gears, respectively. Since these synchronizing means operate in the same manner as the synchronizing means 371 on the input shaft 3, the description thereof is omitted.

  The additional shaft 5 is rotatably supported substantially parallel to the MG shaft 22. The additional shaft 5 is provided with one additional shaft output gear 51, two additional shaft transmission gears 52 and 53, and additional shaft connecting means (third sleeve 54 and actuator 17). The additional shaft output gear 51 rotates in synchronization with the additional shaft 5 and always meshes with the output shaft selection gear 46 (in FIG. 1, a three-dimensional arrangement is developed on a plane, so that it meshes directly. In order to express, two meshing members are connected by a dotted line).

  The two additional shaft transmission gears 52 and 53 are positioned on the outer periphery of the additional shaft 5 via bearings (not shown), and are arranged to be rotatable relative to the additional shaft 5. The two additional shaft transmission gears 52 and 53 are always meshed with the MG gears 221 and 222 on the MG shaft 22, respectively. The third sleeve 54 is located between the two additional shaft transmission gears 52 and 53 and can be engaged with the two additional shaft transmission gears 52 and 53. The two additional shaft transmission gears 52 and 53 engage with the third sleeve 54 and rotate in synchronization with the additional shaft 5. The third sleeve 54 is slid in the axial direction by the actuator 17 between the engagement positions where it engages with the two additional shaft transmission gears 52, 53, and is neutral when neither of the additional shaft transmission gears is engaged. To wait. Synchronizing means 541 and 542 are disposed between the third sleeve 54 and the two output shaft transmission gears 52 and 53, respectively. The synchronizers 541 and 542 operate in the same manner as the synchronizer 371 on the input shaft 3 and will not be described.

  The gear stage speed change mechanism A is composed of one or more gear stage speed gear pairs arranged between the input shaft 3 and the output shaft 4 and a gear stage connecting means. One gear of the one or more speed-change gear pairs is input shaft transmission gears 31 to 34 on the input shaft 3 that rotates synchronously with the input shaft 3, and the other gear is an output shaft 4 that can rotate relative to the output shaft 4. These are the upper output shaft transmission gears 42 to 45. The gear position connecting means is output shaft connecting means (second sleeves 48 and 49 and actuators 15 and 16) on the output shaft 4. A gear ratio corresponding to the gear position is set for each gear step gear pair. In the power transmission device of the first embodiment, the input shaft transmission gear 31 and the output shaft transmission gear 42 are always meshed, and the input shaft transmission gear 32 and the output shaft transmission gear 43 of the first gear are always meshed. At the third speed, the input shaft transmission gear 33 and the output shaft transmission gear 44 are always meshed, and at the fifth speed, the input shaft transmission gear 34 and the output shaft transmission gear 45 are always meshed. The gear ratio of the high speed gear is set. A second sleeve 48 is located between the output shaft transmission gear 42 of the other gear of the first speed gear pair and the output shaft transmission gear 43 of the other gear of the third speed gear pair, and the second sleeve 48 When one of the gears 48 is engaged, the power input to the input shaft 3 is transmitted to the output shaft 4 via the second sleeve 48. Similarly, a second sleeve 49 is located between the output shaft transmission gear 44 of the other gear of the fifth gear pair and the output shaft transmission gear 45 of the other gear of the fourth gear pair, When one of the gears engages with the sleeve 49, the power input to the input shaft 3 is transmitted to the output shaft 4 via the second sleeve 49.

  A gear pair formed by the input shaft selection gear 36 and the output shaft selection gear 46 is also one of the gear shift gear pairs of the gear shift mechanism A, and an output shaft connection constituted by the second sleeve 47 and the actuator 14. The input shaft connecting means composed of the first sleeve 37 and the actuator 13 is one of the gear position connecting means. For the gear pair formed by the input shaft selection gear 36 and the output shaft selection gear 46, the speed ratio of the second speed gear stage is set.

  The MG mechanism B includes two motor generator transmission gear pairs arranged between the MG shaft 22 and the additional shaft 5, one motor generator connecting means, and an additional gear 51. One gear of the motor generator transmission gear pair is MG gears 221 and 222 that rotate synchronously with MG shaft 22, and the other gear is additional shaft transmission gears 52 and 53 on additional shaft 5 that can rotate relative to additional shaft 5. It is. The MG gear 221 and the additional shaft transmission gear 52, and the MG gear 222 and the additional shaft transmission gear 53 are each one motor generator transmission gear pair, and different gear ratios are set. The motor generator connecting means is additional shaft connecting means (the third sleeve 54 and the actuator 17) on the additional shaft 5. When the third sleeve 54 is engaged with either of the additional shaft transmission gears 52 and 53, the MG shaft 22 rotates in synchronization with the additional shaft 5 via the motor generator transmission gear pair of the engaged additional shaft transmission gear.

  The connecting means C is means for connecting the MG mechanism B to the input shaft 3 or the output shaft 4, and includes an input shaft selection gear 36, a first sleeve 37, an output shaft selection gear 46, and a second sleeve 47. As described above, the output shaft selection gear 46 is always meshed with the input shaft selection gear 36 and the additional gear 51 of the MG mechanism B. When the input shaft selection gear 36 engages with the first sleeve 37, the input shaft 3 can rotate synchronously with the input shaft 3. When the input shaft selection gear 46 engages with the second sleeve 47, the input shaft selection gear 36 can rotate synchronously with the output shaft 4. Therefore, either the input shaft 3 or the output shaft 4 can be connected to the MG mechanism B via the connecting means C.

  The MG mechanism B is connected to the input shaft 3 or the output shaft 4 by the connecting means C as described above. That is, the MG shaft 22 can be connected to the input shaft 3 or the output shaft 4. Since the MG mechanism B includes the motor-generator transmission gear pair in which two different gear ratios are set as described above, when the MG shaft 22 is connected to the input shaft 3 or the output shaft 4, A gear ratio can be selected and connected.

  The control means 6 controls the drive and stop of the internal combustion engine 11, the connection and disconnection of the clutch 12, the drive and stop of the actuators 13 to 16, the drive of the MG 2 via the drive / power generation means 61, and the power generation and stop. The control means 6 not only sends instructions to each member, but also sends various information such as response status (normal or abnormal) to the instructions, various situations (driving or stopping), various information (number of rotations or pressing force). Can be received.

(Function)
Next, the operation of the power transmission device of the first embodiment will be described in order below.

(A) MG2 is connected to the input side (the output of MG2 can be input to the input shaft 3)
The first sleeve 37 of the connecting means C is engaged with the input shaft selection gear 36. In the MG mechanism B, the third sleeve 54 is engaged with one of the additional shaft transmission gears. In this state, if the clutch 12 is disengaged, only MG2 can travel through the gear stage transmission mechanism A, and if the clutch 12 is connected, the output of the internal combustion engine 11 is input to the input shaft 3 and travels with two power sources. it can. Furthermore, the internal combustion engine 11 can be started (driven) by the MG2 and the MG2 can be used to generate electric power.

(B) MG2 is connected to the output side (MG2 and the final gear 71 are connected so that power can be transmitted without going through the input shaft 3).
The second sleeve 47 of the connecting means C is engaged with the output shaft selection gear 47. In the MG mechanism B, the third sleeve 54 is engaged with one of the additional shaft transmission gears. In this state, if the clutch 12 is disconnected, only MG2 can travel, and if the clutch 12 is connected, the output of the internal combustion engine 11 is input to the input shaft 3 and can travel with two power sources. In particular, traveling with two power sources can suppress torque interruption during shifting. Moreover, by braking with the clutch 12 disengaged, it becomes a regenerative brake and can be used to generate MG2.

(C) Traveling with only the output of MG2 When the vehicle travels with only the output of MG2, first, the clutch 12 is disengaged so that the output of the internal combustion engine 11 is not transmitted to the input shaft 3. Then, the state (a) or (b) is set. In (a), as described above, the output of the MG 2 can be shifted by the gear shift mechanism A and transmitted from the output shaft 4 to the final gear 71 by the gear shift mechanism A. (B) can switch the engagement of the third sleeve 54 according to the traveling speed of the vehicle.

(D) Running with the output of the internal combustion engine 11 and the MG The internal combustion engine 11 is driven, the clutch 12 is in the connected state, and the MG2 is set to the state (a), so that the output of the internal combustion engine 11 and the MG2 An output can be input to the input shaft 3. Alternatively, the output of MG2 can be input to the output side when the internal combustion engine 11 is driven and the clutch 12 is in the connected state and is in the above-described state (b).

(E) Assist by MG2 at the time of shifting When MG2 of (d) above is connected to the output side, torque interruption of the internal combustion engine 11 at the time of shifting to change the gear position can be assisted by MG2. Between the first speed to the second speed and the second speed to the third speed, the engagement of the third sleeve 54 and the additional shaft transmission gear 53 is maintained, and the third speed to the fourth speed and the fourth speed to the fifth speed are maintained. During the speed, the engagement between the third sleeve 54 and the additional shaft transmission gear 52 is maintained. Then, the engagement of the third sleeve 54 is switched during traveling at the third speed. By controlling in this way, the torque interruption is suppressed because the output of the MG2 is transmitted to the final gear 71 even when the output of the internal combustion engine 11 is interrupted by the disengagement of the clutch 12 at any shift of the low and high speed stages. Or torque interruption can be avoided.

(F) Starting the internal combustion engine 11 with MG2 In addition, when the internal combustion engine 11 is stopped, the clutch 12 is engaged in the state of (a) above and the internal combustion engine 11 is started when the MG2 is driven. Can do. Starters can be reduced.

(G) Power generation using MG2 In the state of (a) above, the MG shaft 22 is rotated by the output of the internal combustion engine 11 to generate power with MG2, and the battery 62 is charged with the generated energy. Further, as described in (b) above, during braking, MG2 is connected to the output side, and by disconnecting clutch 12, MG2 is used as a generator, and the generated energy is charged in battery 62. .

(effect)
According to the power transmission device of the first embodiment, the MG 2 can be connected to the input shaft 3 or the output shaft 4 by the connecting means C via the MG mechanism B. Since the MG mechanism B can select two motor-generator transmission gear pairs having different gear ratios, the MG 2 can operate at any of the low and high speed stages at the time of a shift in which the torque of the internal combustion engine 11 is cut off. Since it can assist, torque interruption can be avoided.

  When the power transmission device according to the first embodiment travels only by MG2, the MG shaft 22 and the additional shaft 5 are meshed once by the MG transmission mechanism B, and between the additional shaft 5 and the output shaft 4 Meshes once with the connecting means C, and meshes once with the output gear 41 of the output shaft 4 and the final gear 71. Therefore, according to the power transmission device of the first embodiment, when traveling with only MG2, the number of meshing can be reduced to three, so that meshing loss, gear noise, and rattling noise can be reduced.

  Furthermore, according to the power transmission device of the first embodiment, by arranging the other gear, which is rotatable relative to the shaft, of the gears of the gear stage of the gear stage transmission mechanism A on the output shaft 4, only the MG2 is used. When traveling, the input shaft transmission gears 31 to 35 on the input shaft 3 excluding the input shaft selection gear 36 and the output shaft transmission gears 42 to 45 on the output shaft 4 excluding the output shaft selection gear 46 are stationary. Drag loss (stirring loss) is reduced.

  Further, according to the power transmission device of the first embodiment, since the gear pair of the input shaft selection gear 36 and the output shaft selection gear 47 is set as one of the gear stage speed change gear pairs, the extension in the axial direction is possible. It is suppressed.

  Therefore, according to the power transmission device of the first embodiment, it is possible to cope with torque interruption at the time of shifting at a low and high speed, and the drag loss and the meshing loss at the time of traveling of only MG2 are suppressed and the vehicle can travel efficiently. It is possible to provide a quiet hybrid vehicle power transmission device.

  In addition, the power transmission device of the first embodiment is a power transmission device without the MG 2 in which the configuration related to the gear stage speed change mechanism A excluding the MG mechanism B and the connecting means C uses the internal combustion engine 11 as one power source. . By connecting the MG mechanism B with the connecting means C, the number of power sources is two, and the MG2 can be selectively connected to the input side and the output side of the gear stage transmission mechanism A, and the output of the MG2 is different. A configuration capable of transmitting at a gear ratio is constructed. That is, in the power transmission device according to the first embodiment, a configuration that makes the best use of MG2 is realized in a conventional power transmission device (transmission) that does not include MG2.

(Other embodiments)
As mentioned above, although preferred embodiment of this invention was described, this invention is not limited to the said embodiment. For example, the following can be considered.

  (1) One gear that rotates synchronously with the shaft of the gear step gear pair of the gear step transmission mechanism A is an output shaft transmission gear on the output shaft 4 side, and the other gear is an input shaft transmission gear on the input shaft 5 side. be able to.

  (2) One gear rotating synchronously with the shaft of the motor generator transmission gear pair of the MG mechanism B can be an additional shaft transmission gear of the additional shaft 5, and the other gear can be an MG gear of the MG shaft 22.

  (3) The gear position of the gear stage gear mechanism A can be changed in the axial position. However, the gear pair by the input shaft selection gear 36 and the output shaft selection gear 46 is preferably selected from other than the lowest speed stage and the highest speed stage.

  (4) The position of the input shaft selection gear 36, the output shaft selection gear 46, the additional shaft transmission gear 52, and the MG gear 221 can be changed in the axial direction in a state where they can be directly or indirectly engaged.

  (5) Two or more gear pairs of the input shaft selection gear and the output shaft selection gear and three or more gear pairs of the additional shaft transmission gear and the MG gear can be provided. The output of MG2 can be output to the input shaft 3 and the output shaft 4 at a gear ratio of three or more simply by increasing one of the gear pairs.

  (6) The configuration in which the output shaft selection gear 46 of the connecting means C is always meshed with the input shaft selection gear 36 and the additional gear 51, the configuration in which the three gears are always meshed directly, and the input shaft selection gear 36 is the output shaft selection. The structure etc. which always mesh | engage with the gear 46 and the additional gear 51 may be sufficient.

  (7) The reverse gear 35 positioned between the input shaft transmission gear 31 and the input shaft transmission gear 32 in the axial direction in the diameter expansion direction of the second sleeve 48 is connected to the shaft in the diameter expansion direction of the second sleeve 49. It is possible to change between the input shaft transmission gear 33 and the input shaft transmission gear 34 depending on the direction, or to arrange the parking lock gear in one of the above-described directions.

11: Internal combustion engine, 12: Clutch, 13-17: Actuator,
2: MG (motor generator shaft), 22: MG shaft (motor generator shaft),
2211, 222: MG gear (motor generator gear),
3: input shaft, 31-35: input shaft speed change gear, 36: input shaft selection gear,
37: First sleeve (input shaft connecting means),
4: output shaft, 41: output gear, 42 to 45: output shaft speed change gear, 46: output shaft selection gear,
47 to 49: second sleeve (output shaft connecting means), 483: outer peripheral teeth,
5: Additional shaft, 51: Additional gear, 52, 53: Additional shaft speed change gear,
54: Third sleeve (additional shaft connecting means),
6: control means, 61: drive / power generation means, 62: battery,
71: final gear, 72: idler shaft, 73: idler gear,
A: gear stage transmission mechanism, B: motor generator transmission mechanism, C: connecting means.

Claims (3)

An internal combustion engine and a motor generator as a power source;
An input shaft connected to the output shaft of the internal combustion engine via intermittent means;
An output gear that is synchronously rotated and constantly meshes with a final gear that transmits power to drive wheels, and an output shaft arranged in parallel with the input shaft;
An additional shaft that is provided with an additional gear that rotates synchronously and is arranged in parallel to the input shaft;
A shift speed change mechanism capable of shifting an output input to the input shaft by one or more speed change gear pairs disposed between the input shaft and the output shaft;
A motor-generator transmission mechanism capable of shifting the output of the motor-generator by at least two motor-generator transmission gear pairs disposed between the motor-generator shaft of the motor-generator and the additional shaft;
Connecting means for connecting the motor generator speed change mechanism to the input shaft or the output shaft;
Have
The speed change mechanism includes one gear of the speed change gear pair that rotates synchronously with the input shaft or the output shaft, and one of the speed change gear pairs that is rotatable relative to the output shaft or the input shaft. The other gear of the gear stage transmission gear pair that is always meshed with the other gear and one gear or the other gear of the gear stage transmission gear pair are connected so as to be able to rotate synchronously and rotate synchronously with the output shaft or the input shaft. Gear position connecting means;
The motor generator speed change mechanism is rotatable relative to one gear of the motor generator speed change gear pair rotating synchronously with the additional shaft or the motor generator shaft, and the motor generator shaft or the additional shaft. The other gear of the motor-generator transmission gear pair that is always meshed with one gear of the motor-generator transmission gear pair, and one gear of the motor-generator transmission gear pair or the other gear are connected to be synchronously rotatable. Motor generator connection means that rotates synchronously with the motor generator shaft or the additional shaft,
The connecting means is connected to the additional gear at all times directly or indirectly and is capable of rotating relative to the input shaft, and the input shaft selecting gear is connected to the input shaft selecting gear so as to be able to rotate synchronously. An input shaft connecting means, an output shaft selection gear that is always meshed directly or indirectly with the input shaft selection gear and the additional gear, and can rotate relative to the output shaft, and can rotate synchronously with the output shaft selection gear. A power transmission device for a hybrid vehicle, comprising: an output shaft connecting means that connects and rotates synchronously with the output shaft.   2. The gear shift mechanism according to claim 1, wherein the one gear rotates synchronously with the input shaft, the other gear rotates relative to the output shaft, and rotates synchronously with the output shaft by the gear connection means. The power transmission device of the described hybrid vehicle.   3. The power transmission device for a hybrid vehicle according to claim 1, wherein the input shaft selection gear and the output shaft selection gear are one of the speed-change gear pairs.

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