JP2014097689A - Power transmission device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a quiet hybrid vehicle power transmission device that can cope with torque interruption at the time of shifting, can efficiently travel only when a motor generator travels.
A power transmission device for a hybrid vehicle according to the present invention includes an internal combustion engine 11 and a motor generator 2 as power sources, and a motor generator shaft 22 having a motor generator gear 221 that rotates synchronously with the motor generator 2. The input shaft 3, the first output shaft 4 and the second output shaft 5 arranged in parallel with the input shaft 3, and one or more shift speed transmission gears arranged between the input shaft 3 and the first output shaft 4. A gear stage shift mechanism 8 capable of shifting the output input to the input shaft 3 by a pair, an input shaft selection gear 36 that always meshes directly or indirectly with the motor generator gear 221, a first output shaft selection gear 46, and The second output shaft selection gear 52 and connection means for connecting a selection gear that rotates relative to each of the arranged shafts so as to be able to rotate synchronously with each of the shafts.
[Selection] Figure 1

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,
A motor generator gear that rotates synchronously, and a motor generator shaft that rotates by an output of the motor generator or an input to the motor generator;
An input shaft connected to the output shaft of the internal combustion engine via intermittent means;
A first output shaft and a second output shaft arranged in parallel with 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 first output shaft;
Have
The speed change mechanism is capable of rotating relative to the first output shaft or the input shaft and one gear of the speed change gear pair rotating synchronously with the input shaft or the first output shaft. The other gear of the speed change gear pair that always meshes with one gear of the gear pair, and the first output shaft or the gear connected to one gear or the other gear of the speed change speed gear pair so as to be synchronously rotatable. A shift stage connecting means that rotates synchronously with the input shaft; an input shaft selection gear that can rotate relative to the input shaft; and an input shaft selection gear that rotates synchronously with the input shaft and that can rotate synchronously with the input shaft selection gear. An input shaft connecting means to be connected,
A first output shaft output gear that is in mesh with a first gear that rotates synchronously with the first output shaft and transmits power to a drive wheel; and a first output shaft that is rotatable relative to the first output shaft and the input A first output shaft selection gear that always meshes with the shaft selection gear, and a first output shaft connection means that is connected to the first output shaft selection gear so as to be able to rotate synchronously and that rotates synchronously with the first output shaft,
A second output shaft that rotates synchronously with the second output shaft and always meshes with the final gear, and a second output shaft that can rotate relative to the second output shaft and always mesh with the motor generator gear. A second output shaft selection gear and second output shaft connection means connected to the second output shaft selection gear so as to be able to rotate synchronously and rotating synchronously with the second output shaft;
The gear pair of the input shaft selection gear and the first output shaft selection gear is always meshed directly or indirectly with the gear pair of the motor generator gear and the second output shaft selection gear.

  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 shift stage transmission mechanism is configured such that the one gear rotates synchronously with the input shaft and the other gear can rotate relative to the first output shaft. The stage connection means rotates synchronously with the first output shaft.

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

  In the invention according to (1), the input shaft selection gear that rotates synchronously with the input shaft when connected to the input shaft connecting means so as to be able to rotate synchronously is disposed so as to be rotatable relative to the input shaft. A first output shaft selection gear that can rotate synchronously with the first output shaft when connected so as to be rotatable is disposed so as to be rotatable relative to the first output shaft. The input shaft selection gear and the first output shaft selection gear are always meshed. A second output shaft selection gear that rotates synchronously with the second output shaft when connected to the second connecting means so as to be able to rotate synchronously is disposed so as to be rotatable relative to the second output shaft. Always meshes with the motor generator gear. The motor generator gear rotates synchronously with the motor generator shaft. The gear pair of the input shaft selection gear and the first output shaft selection gear and the gear pair of the motor generator gear and the second output shaft selection gear are always meshed directly or indirectly. Therefore, when the input shaft selection gear is connected to the input shaft connection means, the first output shaft selection gear is connected to the first connection means, or the second output shaft selection gear is connected to the second connection means so as to be able to rotate synchronously, the motor generator shaft is connected to the input shaft. , Rotate synchronously with the first output shaft or the second output shaft. Therefore, according to the invention according to (1), the motor generator can be selectively connected to the input side (input shaft) or the output side (first output shaft or second output shaft).

  The invention according to (1) has two paths to the final gear when the output of the motor generator is transmitted to the output side. When the first output shaft selection gear is connected to the first connection means, the first output shaft passes through the first output shaft output gear to the final gear, and when the second output shaft selection gear is connected to the second connection means, the first output is output. The output of the motor generator is output from the shaft to the final gear via the second output shaft output gear. Therefore, by setting the two paths to different gear ratios, the output of the motor generator can be converted and output at the two gear ratios. Further, when the motor generator assists the torque interruption in which the output of the internal combustion engine is cut off at the time of shifting to change the gear stage gear pair of the gear stage speed change mechanism, the output of the motor generator is converted by at least two gear ratios. Therefore, it is possible to assist in accordance with the low and high speed stages by appropriately setting the gear ratio. Therefore, according to the invention according to (1), torque interruption can be avoided.

  In the invention according to (1), when the second output shaft is selected when traveling with only the motor generator, the gear on the input shaft excluding the input shaft selection gear and the first output shaft excluding the first output shaft selection gear Since the upper gear is stationary, drag loss (stirring loss) is reduced. Furthermore, if the second output shaft is selected, the number of meshes from the motor generator to the final gear can be reduced to two, so that meshing loss, gear noise, and rattling noise can also 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, and the drag loss and the meshing loss at the time of traveling only by the motor generator are suppressed, so that the traveling can be performed efficiently. It is possible to provide a quiet hybrid vehicle power transmission device.

  According to the invention according to (2), when the other gear, which is rotatable relative to the shaft, is disposed on the first output shaft among the gear pairs of the gear stage transmission mechanism, Regardless of which output side of the first output shaft and the second output shaft is selected as the generator, the gear pair of the speed change mechanism is stationary, so that 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 first output shaft selection gear is set to one of the speed-change 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. It is a skeleton figure which shows the structure of the power transmission device of the hybrid vehicle of Embodiment 2. FIG.

  A representative embodiment of the present invention will be described with reference to FIGS. 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, and a first output shaft 4. The second output shaft 5, the gear stage speed change mechanism 8, and the control means 6 are included.

  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. An MG gear (motor generator gear) 221 that rotates in synchronization with the MG shaft 22 is 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. On the input shaft 3, five input shaft transmission gears 31 to 35, one input shaft selection gear 36, and one input shaft connecting means (comprising the third sleeve 37 and the actuator 13) are arranged. . 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 third sleeve 37, which will be described later, and the five input shaft transmission gears 31 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 third sleeve 37 and an actuator 13. The third 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 third 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 engages with the third sleeve 37 so as to be able to rotate synchronously and rotates synchronously with the input shaft 3. A synchronizing means 371 is disposed between the third 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 third 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 first output shaft 4 is rotatably supported substantially parallel to the input shaft 3. The first output shaft 4 includes one first output shaft output gear 41, four first output shaft transmission gears 42 to 45, one first output shaft selection gear 46, and three first connection means ( 1st sleeves 47-49 and actuators 14-16 are provided). The first output shaft output gear 41 rotates in synchronization with the first output shaft 4 and always meshes with a final gear 71 that transmits power to drive wheels (not shown). The first output shaft transmission gears 42 to 45 are arranged side by side in the axial direction so as to be rotatable relative to the first output shaft 4, and always mesh with the input shaft transmission gears 31 to 34 on the input shaft 3. . The first output shaft selection gear 46 is located on the outer periphery of the first output shaft 4 via a bearing (not shown), and is disposed so as to be rotatable relative to the first output shaft 4. It always meshes with the selection gear 36 and the additional gear 73 (gear that rotates synchronously with the additional shaft 72). The additional shaft 72 is arranged substantially in parallel with each axis so as to be rotatable. In the power transmission device according to the first embodiment, the first output shaft output gear 41 is positioned on the clutch 12 side, and the first output shaft selection gear 46 and the first output shaft 41 are arranged in a direction away from the first output shaft output gear 41. It is aligned with the output shaft transmission gears 42-45.

  The first connection means includes three first sleeves 47 to 49 and three actuators 14 to 16. The three first sleeves 47 to 49 rotate synchronously with the first output shaft 4, and one actuator slides one first sleeve in the axial direction of the first output shaft 4. Of the three first sleeves 47 to 49, the first sleeve 47 is located between the first output shaft selection gear 46 and the first output shaft transmission gears 42 to 45. The two first sleeves 48 and 49 are positioned between two gears, each of which is a set of two first output shaft transmission gears 42 to 45. The three first sleeves 47 to 49 are slid by actuators 14 to 16 between an engagement position where the three first sleeves 47 to 49 are engaged with the corresponding gear so as to be capable of synchronous rotation and a neutral position where the corresponding first gear is not engaged with the corresponding gear. Move. When the three first sleeves 47 to 49 are engaged with the corresponding gears, the engaged gears rotate in synchronization with the first output shaft 4. Synchronizing means 471, 481, 482, 491, 492 are disposed between the three first 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 second output shaft 5 is rotatably supported substantially parallel to the input shaft 3. On the second output shaft 5, one second output shaft output gear 51, one second output shaft selection gear 52, and one second connection means (second sleeve 53 and actuator 17) are arranged. Yes. The second output shaft output gear 51 rotates synchronously with the second output shaft 5 and always meshes with the final gear 71. The second output shaft selection gear 52 is located on the outer periphery of the second output shaft 5 via a bearing (not shown), and is disposed so as to be rotatable relative to the second output shaft 5, and the MG gear 221 of the MG shaft 22. In addition, the additional gear 73 is always meshed. The second sleeve 53 can be engaged with the second output shaft selection gear 52 and is positioned on one side of the second output shaft selection gear 52 in the axial direction. The second output shaft selection gear 52 engages with the second sleeve 53 and rotates in synchronization with the second output shaft 5. The second sleeve 53 is slid in the axial direction by the actuator 17 between an engagement position that engages with the second output shaft selection gear 52 and a neutral position that does not engage with the second output shaft selection gear 52. A synchronizing means 531 is disposed between the second sleeve 53 and the second output shaft selection gear 52. Since the synchronization means 531 operates in the same manner as the synchronization means 371 on the input shaft 3, the description thereof is omitted.

  Further, a parking lock gear 59 that rotates synchronously with the second output shaft 5 is disposed on the second output shaft 5. When the parking lock gear 59 is fixed so that it cannot rotate, the rotation of the second output shaft 5 stops. When the rotation of the second output shaft 5 stops, the rotation of the final gear 71 that always meshes with the second output shaft output gear 51 that rotates in synchronization with the second output shaft 5 also stops. As a result, the drive wheels cannot rotate and the vehicle stops. As a method of fixing the parking lock gear 59 so that it cannot rotate, for example, a fixing member (not shown) is provided between the teeth (not shown) of the parking lock gear 59 and the teeth (not shown). A known technique such as fitting can be employed.

  The shift speed change mechanism 8 includes one or more shift speed change gear pairs disposed between the input shaft 3 and the first output shaft 4 and a shift speed 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 a first gear that can rotate relative to the first output shaft 4. First output shaft transmission gears 42 to 45 on one output shaft 4. The gear position connecting means is first connecting means (first sleeves 48 and 49 and actuators 15 and 16) on the first output shaft 4. A gear ratio corresponding to the gear stage is set for each gear stage gear pair. In the power transmission apparatus according to the first embodiment, the input shaft transmission gear 31 and the first output shaft transmission gear 43 are always meshed with the input shaft transmission gear 31 and the first output shaft transmission gear 43. Is always meshed and the input shaft transmission gear 33 and the first output shaft transmission gear 44 are always meshed and the input shaft transmission gear 34 and the first output shaft transmission gear are in the fifth gear. 45 is always meshed, and the gear ratio of the second gear is set. The first sleeve 48 is located between the first output shaft transmission gear 42 of the other gear of the first speed gear pair and the first output shaft transmission gear 43 of the other gear of the third speed gear pair. When the first sleeve 48 is engaged with either gear, the power input to the input shaft 3 is transmitted to the first output shaft 4 via the first sleeve 48. Similarly, the first sleeve 49 is positioned between the first output shaft transmission gear 45 of the other gear of the second gear pair and the first output shaft transmission gear 44 of the other gear of the fifth gear pair. When either gear is engaged with the first sleeve 49, the power input to the input shaft 3 is transmitted to the first output shaft 4 via the first sleeve 49.

  The gear pair formed by the input shaft selection gear 36 and the first output shaft selection gear 46 is also one of the gear stages of the gear stage transmission mechanism 8, and is a first gear composed of the first sleeve 47 and the actuator 14. Each of the input shaft connecting means constituted by the connecting means and the third 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 first output shaft selection gear 46, the transmission gear ratio of the fourth speed is set.

  In addition, among the input shaft transmission gears 31 to 35 that rotate in synchronization with the input shaft 3, the input shaft transmission gear 35 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 the first sleeve 48. The idler gear 75 rotates synchronously with an idler shaft 74 that is disposed substantially parallel to the input shaft 3 so that it can slide in the axial direction by an actuator (not shown). Outer peripheral teeth 483 are formed on the outer periphery of the first 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 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 third sleeve 37 is engaged with the input shaft selection gear 36 so that the input shaft selection gear 36 and the input shaft 3 can be rotated synchronously. Since the input shaft selection gear 36 rotates synchronously with the first output shaft selection gear 46, the additional gear 73, the second output shaft selection gear 52, and the MG gear 221, the MG2 is connected to the input shaft 3 side. In this state, if the clutch 12 is disengaged, only MG2 can travel through the gear stage speed change 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 two power sources are used. Can run. 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).
When the first sleeve 47 and the first output shaft selection gear 46 are engaged so that the first output shaft selection gear 46 and the first output shaft 4 can rotate synchronously, the MG shaft 22 and the first output shaft 4 are It will be in the state of synchronous rotation. Alternatively, when the second output shaft selection gear 52 and the second output shaft 5 can be rotated synchronously by engaging the second sleeve 53 and the second output shaft selection gear 52, the MG shaft 22 and the second output shaft 5 Are in a state of synchronous rotation. Since the first output shaft 4 is always meshed with the first output shaft output gear 41 and the second output shaft 5 is always meshed with the second output shaft output gear 51, the MG 2 and the final gear 71 are connected to the input shaft 3. Connect so that power can be transmitted without going through. 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 (b) is set. At this time, it is possible to select whether the first sleeve 47 and the first output shaft selection gear 46 are engaged or the second sleeve 53 and the second output shaft selection gear 52 are engaged according to the traveling speed of the vehicle. . In the power transmission device of the first embodiment, the path of the second output shaft 5 is set as a low speed (low speed stage), and the path of the first output shaft 4 is set as a high speed (high speed stage). Alternatively, in the state (a) with the clutch 12 disconnected, the output of the MG2 is shifted by the gear stage gear pair by the gear stage transmission mechanism 8, and the output of the MG2 is transmitted from the first output shaft 4 to the final gear 71. .

(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 by setting the first sleeve 47 or the second sleeve 53 to the engaged position while the internal combustion engine 11 is driven and the clutch 12 is connected.

(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 from the second speed to the third speed, the engagement of the second sleeve 53 and the second output shaft selection gear 52 is maintained, and from the third speed to the fourth speed and from the fourth speed. During the fifth speed, the engagement between the first sleeve 47 and the first output shaft selection gear 46 is maintained. Then, the engagement of the first sleeve 47 and the second sleeve 53 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)
In the power transmission device of the first embodiment, an input shaft selection gear 36 that rotates synchronously with the input shaft 3 when engaged with the third sleeve 37 so as to be able to rotate synchronously is disposed so as to be rotatable relative to the input shaft 3. A first output shaft selection gear 46 that rotates synchronously with the first output shaft 4 when engaged with the first sleeve 47 so as to be capable of synchronous rotation is disposed so as to be rotatable relative to the first output shaft 4. The input shaft selection gear 36 and the first output shaft selection gear 46 are always meshed. A second output shaft selection gear 52 that rotates synchronously with the second output shaft 5 when engaged with the second sleeve 53 so as to be capable of synchronous rotation is disposed so as to be rotatable relative to the second output shaft 5. The output shaft selection gear 52 always meshes with the MG gear 221 that rotates in synchronization with the MG shaft 22. Since the first output shaft selection gear 46 and the second output shaft selection gear 53 are always meshed with each other via the additional gear 73, the input shaft selection gear 36 has the third sleeve 37 and the first output shaft selection gear 46. When the first sleeve 47 or the second output shaft selection gear 52 engages with the second sleeve 53 so that they can rotate synchronously, the MG shaft 22 rotates synchronously with the input shaft 3 and the first output shaft 4 rotates synchronously with the second output shaft 5. To do. Therefore, according to the power transmission device of the first embodiment, MG2 can be selectively connected to the input side (input shaft 3) or the output side (first output shaft 4 or second output shaft 5). Therefore, it has the effect of connecting MG2 to the input side and the effect of connecting to the output side.

  The power transmission device according to the first embodiment converts the output of MG2 at a different gear ratio by connecting the first sleeve 47 or the second sleeve 53 when the MG2 is connected to the output side. It can be transmitted to the final gear 71. Therefore, by setting the two gear ratios so as to correspond to the low speed and the high speed, the output of MG2 can correspond to the traveling speed. Furthermore, since the output of MG2 can be output to different gear ratios, when the torque of the internal combustion engine 11 at the time of shifting is interrupted, the MG2 can assist in any of the low and high speed stages, so that torque blocking can be avoided. .

  Further, in the power transmission device according to the first embodiment, when the MG2 is connected to the output side and the vehicle travels only by the MG2, the first-speed to third-speed and fifth-speed gear shift gear pairs of the gear shift mechanism 8 are provided. Each gear of is stationary. Therefore, according to the power transmission device of the first embodiment, drag loss is suppressed when traveling with only MG2.

  Further, in the power transmission device according to the first embodiment, when the MG2 is connected to the output side through the path of the second output shaft 5 and travels only by the MG2, the number of meshes from the MG2 to the final gear 71 is two. By reducing the number of meshes, meshing loss is reduced, and gear noise and rattling noise are also suppressed. In general, an internal combustion engine has a fuel efficiency that is worse when starting or at a low speed than at a high speed, and MG is more suitable. Therefore, according to the power transmission device of the first embodiment, the vehicle can travel with good fuel efficiency and quietly by traveling only with MG2 at the time of starting or at a low speed.

  Therefore, according to the power transmission device of the first embodiment, as described above, it is possible to cope with torque interruption at the time of shifting at the low and high speed stages, and the drag loss at the time of traveling only by the MG2 is suppressed, and the traveling efficiently. It is possible to run quietly.

  In addition, in the power transmission device according to the first embodiment, the gear stage speed change mechanism 8 is disposed between the input shaft 3 and the first output shaft 4, and the MG 2 is connected to the input shafts 3 and 2 with a relatively simple configuration. One output shaft 4 and 5 can be selectively connected. Furthermore, the output of MG2 can be converted into two different gear ratios and output. 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.

(Embodiment 2)
The basic configuration of the power transmission device according to the second embodiment is the same as the power transmission device according to the first embodiment. Below, it demonstrates focusing on a different structure.

  As shown in FIG. 2, the power transmission device according to the second embodiment is different from the power transmission device according to the first embodiment in terms of the MG 2 and the second output shaft 5. Thereby, the input shaft selection gear 36 is always connected to the first output shaft selection gear 46 and the additional gear 73, and the MG gear 221 is always meshed with the second output shaft selection gear 52 and the additional gear 73. However, the input shaft selection gear 36, the first output shaft selection gear 46, and the MG gear 221 are configured to rotate synchronously as in the power transmission device of the first embodiment. Note that the second output shaft output gear 51 is always meshed with the final gear 71, and in FIG. 1 is a skeleton diagram in which a three-dimensional arrangement is developed on a plane, so that a two-dot broken line is shown to indicate that it is meshed directly. Is used.

(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 8 is a first output shaft transmission gear on the first output shaft 4 side, and the other gear is an input shaft on the input shaft 5 side. It can be a transmission gear.

  (2) The position of the speed change gear pair of the speed change mechanism 8 can be changed in the axial direction. However, the gear pair by the input shaft selection gear 36 and the first output shaft selection gear 46 is preferably selected from other than the lowest speed stage and the highest speed stage.

  (3) The position of the input shaft selection gear 36, the first output shaft selection gear 46, the second output shaft selection 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. it can.

  (4) Two or more gear pairs of the input shaft selection gear and the first output shaft selection gear and two gear pairs of the second output shaft selection gear and the MG gear can be provided. The output of the MG 2 can be output to the input shaft 3 and the output shaft 4 at three or more speed ratios.

  (5) The reverse gear 35 and the parking lock gear 59 can be changed to different positions. For example, the reverse gear 35 or the parking lock gear 59 can be disposed between the input shaft transmission gear 33 and the input shaft transmission gear 34.

11: Internal combustion engine, 12: Clutch, 13-17: Actuator,
2: MG (motor generator shaft), 22: MG shaft (motor generator shaft),
221: MG gear (motor generator gear),
3: input shaft, 31-35: input shaft speed change gear, 36: input shaft selection gear,
37: Third sleeve (input shaft connecting means),
4: 1st output shaft, 41: 1st output shaft output gear, 42-45: 1st output shaft transmission gear,
46: 1st output shaft selection gear, 47-49: 1st sleeve (1st connection means),
483: peripheral teeth,
5: second output shaft, 51: second output shaft output gear, 52: second output shaft selection gear,
53: Second sleeve (second connecting means), 59: Parking lock gear,
6: control means, 61: drive / power generation means, 62: battery,
71: final gear, 72: additional shaft, 73: additional gear, 74: idler shaft,
75: idler gear
8: Shift speed change mechanism.

Claims (3)

An internal combustion engine and a motor generator as a power source;
A motor generator gear that rotates synchronously, and a motor generator shaft that rotates by an output of the motor generator or an input to the motor generator;
An input shaft connected to the output shaft of the internal combustion engine via intermittent means;
A first output shaft and a second output shaft arranged in parallel with 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 first output shaft;
Have
The speed change mechanism is capable of rotating relative to the first output shaft or the input shaft and one gear of the speed change gear pair rotating synchronously with the input shaft or the first output shaft. The other gear of the speed change gear pair that always meshes with one gear of the gear pair, and the first output shaft or the gear connected to one gear or the other gear of the speed change speed gear pair so as to be synchronously rotatable. A shift stage connecting means that rotates synchronously with the input shaft; and an input shaft selection gear that can rotate relative to the input shaft, and an input shaft selection gear that can be rotated synchronously with the input shaft, and is synchronized with the input shaft. A rotating input shaft connecting means, and
A first output shaft output gear that is in mesh with a first gear that rotates synchronously with the first output shaft and transmits power to a drive wheel; and a first output shaft that is rotatable relative to the first output shaft and the input A first output shaft selection gear that always meshes with the shaft selection gear, and a first output shaft connection means that is connected to the first output shaft selection gear so as to be able to rotate synchronously and that rotates synchronously with the first output shaft,
A second output shaft that rotates synchronously with the second output shaft and always meshes with the final gear, and a second output shaft that can rotate relative to the second output shaft and always mesh with the motor generator gear. A second output shaft selection gear and second output shaft connection means connected to the second output shaft selection gear so as to be able to rotate synchronously and rotating synchronously with the second output shaft;
The hybrid in which the gear pair of the input shaft selection gear and the first output shaft selection gear is always meshed directly or indirectly with the gear pair of the motor generator gear and the second output shaft selection gear. Car power transmission device.   In the shift speed change mechanism, the one gear rotates synchronously with the input shaft, the other gear rotates relative to the first output shaft, and rotates synchronously with the first output shaft by the shift speed connecting means. The power transmission device for a hybrid vehicle according to claim 1.   3. The power transmission device for a hybrid vehicle according to claim 1, wherein a gear pair of the input shaft selection gear and the first output shaft selection gear is one of the speed-change gear pairs.

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