JP2018001974A - Automobile driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable driving in an EV mode and a gear shift mode at all variable speed levels in a hybrid vehicle driving device composed of an AMT including a single motor generator.SOLUTION: An automobile driving device includes a motor generator 20, an input shaft 10, an output shaft 12, and an intermediate shaft 14. The automobile driving device further includes: a first transmission mechanism FG disposed between the input shaft 10 and the output shaft 12 and configured to obtain a plurality of transmission ratios; a second transmission mechanism SG which is disposed between the intermediate shaft 14 coupled to the motor generator 20, and the output shaft 12, and which is configured to obtain a plurality of transmission ratios; and an engaging means 10c for coupling the input shaft 10 and the intermediate shaft 14.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automobile drive device, and more particularly to a so-called hybrid vehicle drive device including an internal combustion engine (engine) and one motor generator (hereinafter referred to as “MG”) as a power source.

  Conventionally, as this type of automobile drive device, one MG is input to an automated manual transmission (hereinafter referred to as “AMT”) that automates clutch pedal-less and shift based on a manual transmission. An example (see, for example, Patent Document 1) that can be selectively connected to a shaft and an output shaft is known.

JP 2014-136495 A

However, the above-described conventional automobile drive device has a problem that it cannot travel by MG drive using all the shift positions of the AMT.
That is, the EV travel mode has only two speed ratios “Low” and “High”, and cannot travel at a high speed with a low MG rotation speed. As a result, there is a loss of rotating the MG at a high speed. Since it is large, there is a problem that the fuel consumption deteriorates accordingly.

The problem to be solved is that not all shift positions can be used particularly in EV traveling, and therefore traveling conditions capable of EV driving are limited particularly in high-speed traveling and low-load traveling, so traveling with good fuel consumption is difficult. That is the point.
An object of the present invention is to enable EV traveling by making full use of all the shift positions of the AMT, and to improve fuel consumption particularly under conditions of high speed traveling and low load traveling.

  An automobile drive apparatus according to the present invention is an automobile drive apparatus including a motor generator. An input shaft, an output shaft, an intermediate shaft, an input shaft, and an output shaft that can receive power from an engine via a clutch. A first transmission mechanism that obtains a plurality of transmission gear ratios, a second transmission mechanism that is arranged between the intermediate shaft connected to the motor generator and the output shaft, and obtains a plurality of transmission gear ratios, An engaging means for connecting the input shaft and the intermediate shaft is provided.

The vehicle drive device of the present invention can travel using all the AMT shift positions in EV traveling, and thus contributes to the spread of hybrid vehicles that take advantage of AMT with high power transmission efficiency that is particularly advantageous for fuel efficiency. be able to.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on examples. In addition, although what is shown by (circle) on an axis | shaft by each skeleton in a figure attaches | subjects a code | symbol and does not demonstrate, it shows a bearing, respectively.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The vehicle drive apparatus according to the first embodiment includes an input shaft 10 that receives power from the crankshaft 2 of the engine 1 via the clutch 3, and an output shaft 12 and an intermediate shaft 14 that are arranged in parallel therewith. Between the output shaft 12 and between the intermediate shaft 14 and the output shaft, gears for obtaining a plurality of gear ratios as described later are provided.
The intermediate shaft 14 is hollow, and a first-speed drive gear 21a, which will be described later, that penetrates the intermediate shaft 14 is rotatably supported on a shaft provided at the end.
In addition, a reverse shaft 16 disposed parallel to the input shaft 10 is provided.
Further, an MG 20 is provided in parallel with the input shaft 10. The MG 20 includes a rotor 20a and a stator 20b fixed to a case (stationary portion) 48, and has both functions of driving as a motor and generating electricity as a generator.

The input shaft 10 and the intermediate shaft 14 mesh with the drive gear 10a that can rotate on the input shaft 10 and can be connected to the input shaft 10, the driven gear 14a that is integral with the intermediate shaft 14, and the drive gear 10a and the driven gear 14a. The intermediate gear 11 can be connected.
That is, the 6-M hub 10b integrated with the input shaft 10 is mounted with a 6-M sleeve 10c which is integrated with the 6-M hub 10b and is movable in the axial direction. The 6-M sleeve 10c is positioned as shown in FIG. The inner teeth (not shown) mesh with the dog teeth 10d of the drive gear 10a by moving to the right in the axial direction to connect the input shaft 10 and the drive gear 10a. Thus, the input shaft 10 and the intermediate shaft 14 can be connected.
Here, the 6-M sleeve 10c constitutes the engaging means of the present invention.
In FIG. 1, the drive gear 10a and the intermediate gear 11 are drawn apart for the sake of convenience, but in reality they are meshed as shown by the chain line.

Here, the drive gear 10a and the driven gear 14a have the same number of teeth, and the distance between the input shaft 10 and the output shaft 12 parallel to each other is larger than the distance between the output shaft 12 and the intermediate shaft 14. And These are relations with the gear ratios of the respective shift positions described later.
Further, the MG drive gear 66 integral with the rotor 20a of the MG 20 described above meshes with the intermediate gear 11, and the intermediate shaft 14 and the MG 20 are connected via the intermediate gear 11.
Therefore, when the input shaft 10 and the intermediate shaft 14 are connected by the 6-M sleeve 10 c, the input shaft 10 is connected to the MG 20, while the intermediate shaft 14 can be connected to the engine 1 via the clutch 3.

First, the first speed change mechanism FG and the second speed change mechanism SG of the present invention provided with gears that obtain a plurality of speed ratios (the rotational speed of the input shaft 10 or the intermediate shaft 14 / the rotational speed of the output shaft 12) will be described.
First, the first speed change mechanism FG that performs even-numbered speed change is a two-speed drive gear 22a that is rotatable between the input shaft 10 and the input shaft 10 between the input shaft 10 and the output shaft 12, respectively. It has a 4-speed drive gear 24a and a 6-speed drive gear 26a, meshes with the 2-speed drive gear 22a, and can rotate freely on the output shaft 12, and the 4-speed drive gear 24a integrally with the output shaft 12. And a fifth-speed driven gear 25b that is integral with the output shaft 12 and meshes with the sixth-speed drive gear 26a.

Further, the second speed change mechanism SG that performs odd-numbered speed change is provided between the intermediate shaft 14 and the output shaft 12 so as to be rotatable coaxially with the intermediate shaft 14 and can be connected to the intermediate shaft 14. A first-speed driven gear 21a is a first-speed driven gear 21b, a third-speed driven gear 23a is a third-speed driven gear 23b, and a third-speed driven gear 23b. The 5-speed drive gear 25a meshes with the 5-speed driven gear 25b.
Further, between the input shaft 10, the reverse shaft 16, and the output shaft 12, a first reverse gear 31 that meshes with the first speed driven gear 21 b and is rotatable on the reverse shaft 16, and a four-speed drive gear that is integral with the reverse shaft 16. And a second reverse gear 16a meshed with 24a. In FIG. 1, the first-speed driven gear 21b and the first reverse gear 31 are drawn apart for the sake of convenience, but in actuality they are engaged with each other as shown by the chain line.

The rotatable gears on the input shaft 10, the output shaft 12, the intermediate shaft 14, and the reverse shaft 16 can be connected to the respective shafts as follows.
That is, the 1-2 hub 32 integral with the first-speed driven gear 21b is fitted with a 1-2 sleeve 34 whose rotational direction is integral and movable in the axial direction. The 1-2 sleeve 34 is shown in FIG. Although it is neutral at the position shown, the internal teeth mesh with the dog teeth 12c of the output shaft 12 by moving to the right in the axial direction, and the first speed driven gear 21b and the output shaft 12 are connected.

Further, the 2-4 hub 40 integral with the input shaft 10 is mounted with a 2-4 sleeve 42 which is integrally rotatable with the input shaft 10 and movable in the axial direction. The 2-4 sleeve 42 is positioned as shown in FIG. In this case, it is neutral, but by moving to the left in the axial direction, its internal teeth mesh with the dog teeth 22c of the second-speed drive gear 22a, thereby connecting the second-speed drive gear 22a and the input shaft 10 to the right. By moving, the internal teeth mesh with the dog teeth 24c of the 4-speed drive gear 24a, and the 4-speed drive gear 24a and the input shaft 10 are connected.
Further, by moving the 6-M sleeve 10c to the left in the axial direction, the inner teeth mesh with the dog teeth 26c of the 6-speed drive gear 26a, and the 6-speed drive gear 26a and the input shaft 10 are connected. In the case where the 6-M sleeve 10c is moved to the right in the axial direction, as already described, the input shaft 10 and the drive gear 10a are connected, thereby connecting the input shaft 10 and the intermediate shaft 14.

The 1-3 hub 36 integral with the intermediate shaft 14 is mounted with a 1-3 sleeve 38 which is integrally rotatable with the intermediate shaft 14 and is movable in the axial direction. The 1-3 sleeve 38 is positioned as shown in FIG. In this case, it is neutral, but by moving to the left in the axial direction, its internal teeth mesh with the dog teeth 21c of the first-speed drive gear 21a, connecting the first-speed drive gear 21a and the intermediate shaft 14, and moving to the right As a result, the inner teeth mesh with the dog teeth 23c of the third-speed drive gear 23a to connect the third-speed drive gear 23a and the intermediate shaft 14.
Further, a 5-speed hub 30 integral with the intermediate shaft 14 is mounted with a 5-speed sleeve 30 which is integral with the intermediate shaft 14 and movable in the axial direction. The 5-speed sleeve 30 is in the position shown in FIG. Is neutral, but by moving to the left in the axial direction, its internal teeth mesh with the dog teeth 25c of the 5-speed drive gear 25a to connect the 5-speed drive gear 25a and the intermediate shaft 14.

  The reverse hub 44 integral with the first reverse gear 31 is fitted with a reverse sleeve 46 which is integral with the first reverse gear 31 and is movable in the axial direction, and the reverse sleeve 46 is in the position shown in FIG. Although it is neutral, the internal teeth mesh with the dog teeth 16c of the reverse shaft 16 by moving to the right in the axial direction, and connect the first reverse gear 31 and the second reverse gear 16a.

The 1-2 sleeve 34, the 1-3 sleeve 38, the 2-4 sleeve 46, the 5-speed sleeve 30, the reverse sleeve 46 and the 6-M sleeve 10c can be moved in the axial direction by a shift fork (not shown). It is like that.
Although not shown, the 1-2 sleeve 34, the 1-3 sleeve 38, the 2-4 sleeve 46, the 5th speed sleeve 30, the reverse sleeve 46 and the 6-M sleeve 10c are connected to each other. A synchronization device can be provided between each gear and the like.

The output gear 12a integrated with the output shaft 12 can drive the wheels of the automobile through a mating gear (not shown).
The first transmission mechanism FG and the second transmission mechanism SG described above are mechanically driven and have basically the same configuration and operation as a general manual transmission, and these are well known. Therefore, details of the operation may be omitted in the following description.

  Although not shown in the figure, the automobile drive device shown in FIG. 1 includes a battery, various sensors, a controller, an actuator, and the like as necessary to operate this. Based on.

Next, the operation of the automobile drive device of the first embodiment shown in FIG. 1 will be described.
In the following description, “forward rotation” means rotation in the same rotational direction as the engine 1 or in the direction in which the vehicle moves forward, and “reverse rotation” is the opposite.

First, the engine 1 is started when the vehicle is stopped as follows.
When the clutch 3 is connected after the drive gear 10a and the input shaft 10 are connected by the 6-M sleeve 10c, the MG 20 and the engine 1 are connected, so that power is supplied to the MG 20 to cause the engine 1 to rotate forward. It can be started by supplying fuel to the engine and igniting it.
Further, the battery can be charged by causing the MG 20 to generate power with the power of the engine 1 in the connected state.
Next, the vehicle drive device shown in FIG. 1 can be driven in two types of drive modes, EV mode and gear shift mode, as follows, to drive the vehicle.

First, the operation of increasing the speed while shifting sequentially from the start will be described.
The start is generally performed in the EV mode with the engine 1 stopped. When the 1-2 sleeve 34 is moved to the right to connect the first speed driven gear 21b and the output shaft 12, the 1-3 sleeve 38 is moved to the left to connect the first speed drive gear 21a and the intermediate shaft 14. The MG 20 and the output shaft 12 are connected with a first gear ratio, and the vehicle can be started at the first speed in the EV mode by supplying electric power to the MG 20.

After the vehicle is started, the vehicle travels in the EV mode if the vehicle is traveling at a low load. However, when the vehicle is at a high load, the engine 1 is started and switched to the gear transmission mode. That is, when the driving gear 10a and the input shaft 10 are connected by the 6-M sleeve 10c during traveling at the first speed in the EV mode, the input shaft 10 and the output shaft 12 are connected at a gear ratio of the first speed. Here, when the clutch 3 is connected, the engine 1 rotates forward and can be started.
When the engine 1 is started, if the MG 20 is de-energized, it is switched to the first gear shift mode.
Of course, it is possible to drive the MG 20 together with the engine 1 to run, or conversely, the MG 20 can generate power while running at the first speed in the gear shift mode to charge the battery. This is common to the subsequent shift positions.

Next, switching of the gear shift mode from the first speed to the second speed during acceleration will be described.
First, the clutch 3 is released, the output of the engine 1 is reduced, and power is supplied to the MG 20 to temporarily switch to the first speed drive in the EV mode, thereby returning the 6-M sleeve 10c to neutral.
Next, the 2-4 sleeve 42 is moved to the left to connect the second speed drive gear 22a and the input shaft 10, and immediately the clutch 3 is connected to cause the engine 1 to output power while supplying power to the MG 20. And 1-3 sleeve 38 is made neutral.

As a result, the gear shift mode is switched from the first speed to the second speed drive. As described above, during the speed change operation from the first speed to the second speed, the first speed drive in the EV mode is performed, so that the driving force acting on the wheels during the shift is interrupted as in general AMT. There is nothing.
The drive gear 10a and the input shaft 10 are connected by the 6-M sleeve 10c in preparation for switching to the EV mode, which will be described later, even during traveling in the even gear speed mode as well as the second speed. .
The switching from the first gear to the second gear in the gear shift mode described here is the same for the subsequent upshift from the odd-numbered gear to the even-numbered gear (switching to a position with a small gear ratio).

Here, when the traveling condition changes during traveling in the second speed of the gear shift mode, the engine 1 is in a zone where the thermal efficiency of the engine 1 is low due to low load traveling, and there is a margin in battery power, the EV mode 2 Switch to fast driving.
At that time, if the clutch 3 is released to stop the engine 1 and power is supplied to the MG 20, the driving mode is switched to the second speed drive in the EV mode.
Of course, when switching from the 2nd speed driving in the EV mode to the 2nd speed in the gear transmission mode again, the clutch 3 is connected to start the engine 1 in the normal direction and the power supply to the MG 20 can be stopped. For example, the gear shift mode is switched to the second speed.
Switching between the gear shift mode and the EV mode at these same positions is common to the subsequent shift positions.

Next, switching from the second speed to the third speed in the gear shift mode during acceleration will be described.
Here, first, the connection between the drive gear 10a and the input shaft 10 by the 6-M sleeve 10c is released, and the 1-3 sleeve 38 is moved to the right to connect the third-speed drive gear 23a and the intermediate shaft 14. Then, the clutch 3 is released and the output of the engine 1 is reduced, and at the same time, the electric power is supplied to the MG 20 to drive the EV mode 3 speed ahead.
Subsequently, after the 2-4 sleeve 42 is neutralized, the drive gear 10a and the input shaft 10 are connected again by the 6-M sleeve 10c, and the clutch 3 is connected to control the output of the engine 1 to drive. While switching, the power supply to the MG 20 is stopped to switch to the third gear shift mode.
Here, as long as the engine 1 cannot be driven in the middle of the shift, the EV mode is driven in advance at the third speed, so that the shift operation can be performed without interruption of the driving force acting on the wheels.
Since the gear shift mode described here can be switched from the second speed to the third speed in the same manner for the subsequent upshift from the even speed to the odd speed, the description thereof is omitted.

In addition, the driving mode can be switched freely between the third speed of the EV mode and the third speed of the EV mode while traveling at the third speed of the gear shift mode, as in the above description of the second speed.
Thereafter, up to the sixth speed, switching from the odd-numbered stage to the even-numbered stage and from the even-numbered stage to the odd-numbered stage can be performed in the same manner as described above to continue the acceleration.
The connection of the 1-2 sleeve 34 with the output shaft 12 is released at the high speed stage of the fourth speed or higher, and conversely when switching to the third speed or lower.
As described above, the 4th speed moves the 2-4 sleeve 42 to the right, the 5th speed moves the 5th speed sleeve 30 to the left, and the 6th speed moves the 6-M sleeve 10c to the left. It can be driven regardless of the EV mode or the gear drive mode.
Further, the reverse drive can be driven in the same manner as the first speed described above by connecting the first reverse gear 31 and the second reverse gear 16a by the reverse sleeve 46 with the 1-2 sleeve 34 being neutral. .

Next, the case of downshifting (shifting to the larger gear ratio) while braking from the sixth speed in the gear transmission mode will be described.
When braking an automobile, first, the same operation as switching to the EV mode as described above is performed at the shift position being driven, and the MG 20 generates power to obtain a braking force. The generated power is charged to the battery. The charged electric power then performs so-called energy regeneration that is used when the vehicle travels in the EV mode next time. This is called regenerative braking.
Also, when the battery is almost fully charged, the same shift position is maintained and the same operation as switching to the gear shift mode is performed as described above, and the engine is rotated forward but without supplying fuel. A braking force is obtained by so-called engine braking.
Of course, when accelerating again during braking by these, the reverse operation can be performed to drive in the EV mode or the gear transmission mode.

On the other hand, when a stronger braking force is obtained, or when the vehicle speed decreases during engine braking and the braking force becomes insufficient, the above-described braking at the sixth speed is switched to braking at the fifth speed.
Here, switching of the gear shift mode from the sixth speed to the fifth speed during braking will be described.
First, while the braking force is obtained by the engine brake at the sixth speed in the gear shift mode as described above, the connection between the drive gear 10a and the input shaft 10 by the 6-M sleeve 10c is released, and then the fifth speed sleeve. 30 is moved to the left to be connected to the intermediate shaft 14, and immediately the MG 20 generates power and the clutch 3 is released to temporarily switch from the engine brake to the regenerative brake.
Subsequently, the 6-M sleeve 10c is moved to the right to release the 6-speed connection, connect the drive gear 10a and the input shaft 10, and connect the clutch 3 to rotate the engine 1 in the forward direction. When power generation is stopped, the gear shift mode is switched to the fifth speed braking.
Since the switching operation from the 6th speed to the 5th speed can be performed in the same manner for the subsequent switching from the even-numbered stage to the odd-numbered stage during braking, the description thereof will be omitted.
Of course, the drive mode can be freely switched even in the fifth speed, and the switching between braking and acceleration is the same.

Next, switching from the fifth speed to the fourth speed in the gear shift mode during braking will be described as a representative example of switching from the odd speed to the even speed.
First, the 5-speed engine brake is switched to the same 5-speed regenerative brake, the connection between the drive gear 10a and the input shaft 10 by the 6-M sleeve 10c is released, and the 2-4 sleeve 42 is moved to the right. If the power generation of the MG 20 is stopped while the engine 3 is rotating forward by connecting the clutch 3 in the 4-speed connection relationship, the engine brake is switched to the 4-speed engine brake in the gear mode.
Since these operations are also common to switching from odd-numbered stages to even-numbered stages during braking as described above, the following description is omitted.
Although switching during braking has been described above, either engine braking or regenerative braking always acts even during these shifting operations, so that the braking force that acts on the wheels during shifting, such as general AMT, is reduced. There is no break.

The above is the outline of the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
While switching between the two drive modes, EV mode and gear shift mode with high power transmission efficiency, it is possible to select a driving mode suitable for fuel efficiency and environmental aspects, and at the same shift position, which was difficult in the conventional example Since it is possible to freely switch between the EV mode and the gear shift mode, it is possible to always select the optimum drive mode.
As a result, EV driving in low-load running in a wide speed range and driving in the low-speed rotation range of MG 20 in high-speed running are possible, and fuel efficiency in those runnings is improved.
Further, since the driving force or the braking force acting on the wheels during the shift is not interrupted during the switching of each drive mode and the shift position, the shift can be performed without causing the driver to feel uncomfortable.

  Although FIG. 1 has been described with a configuration suitable for a so-called engine-front-mounted front wheel drive vehicle, the rear-wheel drive vehicle with the engine mounted on the rear side of the vehicle can be changed without changing the basic configuration by slightly changing the layout. Applicable.

Next, an automobile drive device according to Embodiment 2 of the present invention will be described.
FIG. 2 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

The difference between the second embodiment and the first embodiment is that the arrangement of the respective axes is first different.
That is, the intermediate shaft 14 is on the same central axis as the input shaft 10, and there is a secondary shaft 74 arranged in parallel with the input shaft 10, and the driven gear 74 b integrated with the secondary shaft 74 is the drive gear 10 a and the intermediate gear 11. And is connected to the input shaft 10 via.
In relation to this, the first speed change mechanism FG is disposed between the auxiliary shaft 74 and the output shaft 12, and the second speed change mechanism SG is disposed between the intermediate shaft 14 and the output shaft 12.
The inter-axis distance between the input shaft 10 and the output shaft 12 and the inter-axis distance between the output shaft 12 and the sub shaft 74 are the same, and three sheets between the input shaft 10 and the sub shaft 74 are used. The gear is also different from the first embodiment in that the input shaft 10 is set to decelerate to drive the auxiliary shaft 74.
The 1-R drive shaft 21 disposed in parallel with the input shaft 10 has a 1-R drive shaft 21 for decelerating the first-speed drive and the reverse drive described later.
The second difference is that the rotor 20a of the MG 20 is directly connected to the intermediate shaft 14, and therefore the MG 20 is the same center of rotation as the input shaft 10.
In addition, although the names of the hub and the sleeve are slightly different from those in the first embodiment, the same reference numerals as those in the first embodiment are used for those having basically the same functions.

Hereinafter, details of portions different from the first embodiment will be described.
First, the first speed change mechanism FG is integrated with the output shaft 12 and the second speed drive gear 22a, the fourth speed drive gear 24a, and the sixth speed drive gear 26a, which are rotatably provided on the auxiliary shaft 74, respectively. The third-speed driven gear 23b meshed with the gear 22a, the fifth-speed driven gear 25b meshed with the fourth-speed drive gear 24a, and the sixth-speed driven gear 26 meshed with the sixth-speed drive gear 26a.

The second speed change mechanism SG includes a third speed driving gear 23a and a fifth speed driving gear 25a that are rotatably provided on the intermediate shaft 14, and a first speed driven gear that is rotatably provided on the third speed driving gear 23a. 21b, the 3rd speed driven gear 23b meshed with the 3rd speed drive gear 23a, the 5th speed driven gear 25b meshed with the 5th speed drive gear 25a, and the 1st speed deceleration integrated with the intermediate shaft 14 A first-speed drive that meshes with the gear 14b, a gear pair of a first-speed reduction gear 21d that is integral with the 1-R drive shaft 21, and a first-speed driven gear 21b that is rotatably provided on the 1-R drive shaft 21. And a gear 21a.
In the reverse relationship, the reverse gear 31 is provided rotatably on the 1-R drive shaft 21 and meshes with the intermediate gear 11.

And the hub and sleeve which connect these gears and each axis | shaft are as follows.
The first-speed hub 36 integral with the third-speed drive gear 23a engages the first-speed sleeve 38 connectable with the first-speed driven gear 21b, and the 3-5 hub 28 integral with the intermediate shaft 14 is the third-speed drive gear 23a. The 2-4 hub 40 integrated with the countershaft 74 is selected from the 2nd speed drive gear 22a and the 4th speed drive gear 24a. The 6-speed hub 43 integral with the countershaft 74 is engaged with the 6-speed sleeve 45 connectable with the 6-speed drive gear 26a. The reverse hub 44 integrated with the R drive shaft 21 is engaged with a reverse sleeve 46 that can be connected to the reverse gear 31.
Further, the connecting hub 14 a integrated with the intermediate shaft 14 is engaged with an M sleeve 10 c that can be connected to the input shaft 10. The M sleeve 10c constitutes the engaging means of the present invention capable of connecting the intermediate shaft 14 and the input shaft 10.

Next, the operation of the automobile drive device according to the second embodiment of the present invention shown in FIG. 2 will be described with a focus on differences from the first embodiment.
First, the first speed change mechanism FG has a second speed when the 2-4 sleeve 42 moves to the left and is connected to the second speed drive gear 22a, and a fourth speed when the 2-4 sleeve 42 moves to the right and is connected to the fourth speed drive gear 24a. When the 6-speed sleeve 45 moves rightward and is connected to the 6-speed drive gear 26a, the 6-speed drive is performed.

Next, the second speed change mechanism SG drives the first speed when the first speed sleeve 38 moves to the right and connects to the first speed driven gear 21b, and the 3-5 sleeve 30 moves to the left to move to the third speed. When connected to the drive gear 23a, the third speed is driven, and when driven to the right and connected to the fifth speed drive gear 25a, the fifth speed is driven.
Further, when the reverse sleeve 46 moves rightward and is connected to the reverse gear 31, reverse drive is performed.
Here, the first speed drive path is slightly different from the first embodiment. That is, the first speed is reduced between the intermediate shaft 14 and the 1-R drive shaft 21 by the first speed reduction gears 14b and 21d, and the 1-R drive shaft 21 and the third speed drive gear. 23a, the first speed drive gear 21b and the first speed driven gear 21b perform the second stage deceleration, and the third speed drive gear 23a and the third speed driven gear 23b perform the third stage deceleration. There is no difference in the function itself to obtain the speed ratio.

As described above, the arrangement of gears and shafts is different from that of the first embodiment, but the operation of each sleeve 30, 38, 42, 45, 46 is the same to obtain the gear ratio of 6 forward speeds and 1 reverse speed, The operation of the M sleeve 10c is the same as that of the first embodiment.
Although the detailed description is omitted, the operations of the EV mode and the gear drive mode are the same as those described in the first embodiment at the first to sixth speeds and the reverse shift positions.

In the second embodiment, in addition to the same effects as described in the first embodiment, the following effects can be obtained.
That is, since the configuration in which the MG 20 is flattened is possible, the physique including the MG 20 can be reduced particularly in the radial direction around the input shaft 10.

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 3 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
Here, the description will focus on parts that are different from those in the first and second embodiments, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted. Although some sleeves and hubs have slightly different names from those of the first embodiment, the same reference numerals are given to those having basically the same functions.

The difference between the third embodiment and the first embodiment is that the arrangement of the respective axes is first different.
That is, the input shaft 10 and the intermediate shaft 14 have the same rotation center, and have the first output shaft 12 and the second output shaft 13 parallel to these.
The first output shaft 12 is integral with the first output gear 12a, the second output shaft 13 is integral with the second output gear 13a, and the first output gear 12a and the second output gear 13a are the same (not shown). The wheels of the automobile can be driven via the counter gear, but the number of teeth of the second output gear 13a is set to a value larger than the number of teeth of the first output gear 12a.
The reverse shaft 16 is arranged in parallel with the input shaft 10 and the second output shaft 13.
As in the second embodiment, the MG 20 is directly connected to the intermediate shaft 14.

Hereinafter, details of portions different from the first embodiment and the second embodiment will be described.
First, the first speed change mechanism FG includes a two-speed drive gear 22a that is integral with the input shaft 10, a second-speed driven gear 22b that is meshed with the input shaft 10 and is rotatable on the first output shaft 12, and a four-speed drive that is integral with the input shaft 10. A gear 24a, a four-speed driven gear 24b meshed with the first output shaft 12 and rotatable on the first output shaft 12, and a sixth gear driven gear 26b meshed with the fourth-speed drive gear 24a and rotatable on the second output shaft 13; It has become.

Next, the second speed change mechanism SG includes a first speed drive gear 21a that is integral with the intermediate shaft 14, a first speed driven gear 21b that meshes with the first speed drive gear 21a and is rotatable on the first output shaft 12, and a third speed that is integral with the intermediate shaft 14. A driving gear 23a, a third-speed driven gear 23b meshed with the first output shaft 12 and rotatable on the first output shaft 12, and a fifth-speed driven gear 25b meshed with the third-speed driving gear 23a and rotatable on the second output shaft 13; It is made up of.
The first reverse gear 31a integrated with the reverse shaft 16 meshes with the first-speed drive gear 21a. Similarly, the second reverse gear 16a integrated with the reverse shaft 16 can rotate on the second output shaft 13 as a third reverse gear. It meshes with the gear 18. The first speed drive gear 21a and the first reverse gear 31a are drawn apart for the sake of convenience, but actually they are engaged with each other as shown by the chain line.

And the hub and sleeve which connect these gears and each axis | shaft are as follows.
The 1-3 speed hub 36 integral with the first output shaft 12 is engaged with a 1-3 sleeve 38 that can be selectively connected to the 1st speed driven gear 21b and the 3rd speed driven gear 23b, and also has a first output. The 2-4 speed hub 40 integral with the shaft 12 is engaged with a 2-4 sleeve 42 that can be selectively connected to the 2nd speed driven gear 22b and the 4th speed driven gear 24b.
The 5-speed hub 28 integral with the second output shaft 13 is engaged with a 5-speed sleeve 30 that can be connected to the 5-speed driven gear 25b, and is also a 6-R hub 43 integral with the second output shaft 13. Is engaged with a 6-R sleeve 45 that is selectively connectable to the 6-speed driven gear 26 b and the third reverse gear 18.
Further, the connecting hub 14 a integrated with the intermediate shaft 14 is engaged with an M sleeve 10 c that can be connected to the input shaft 10. The M sleeve 10c constitutes the engaging means of the present invention capable of connecting the intermediate shaft 14 and the input shaft 10.

Next, the operation of the automobile drive device according to the third embodiment of the present invention shown in FIG.
Here, the differences from the first and second embodiments will be mainly described.
First, the first speed change mechanism FG moves to the second speed when the 2-4 sleeve 42 moves to the right and is connected to the second speed drive gear 22a, and to the fourth speed when the 2-4 sleeve 42 moves to the left and is connected to the fourth speed drive gear 24a. When the 6-R sleeve 45 moves to the left and is connected to the 6-speed drive gear 26a, the 6-speed drive is performed.
Next, the second speed change mechanism SG performs the first speed drive when the 1-3 sleeve 38 moves to the left and is connected to the first speed driven gear 21b, and moves to the right to be connected to the third speed drive gear 23a. Then, the third speed drive is performed, and when the fifth speed sleeve 30 moves rightward and is connected to the fifth speed drive gear 25a, the fifth speed drive is performed.
Further, when the 6-R sleeve 45 moves rightward and is connected to the third reverse gear 18, the reverse drive is performed.

As described above, the arrangement of gears and shafts is different from that of the first and second embodiments, but the operation of the sleeves 30, 38, 42, and 45 is the same to obtain the gear ratio of six forward speeds and one reverse speed. The action of the M sleeve 10c is the same as that of the first embodiment.
Although the detailed description is omitted, the operations of the EV mode and the gear drive mode are the same as those described in the first embodiment at the first to sixth speeds and the reverse shift positions.

In the third embodiment, in addition to the same effects as described in the first and second embodiments, the following effects can be obtained.
That is, since the number of sleeves is one less, the structure including an operation mechanism such as a shift fork (not shown) is simple and the manufacturing cost is low.
Further, since all of the six forward stages are configured to transmit power only by meshing a pair of gears, there are advantages in terms of power transmission efficiency and noise.

As can be seen from the above description, the automobile drive apparatus of each of the above embodiments can be driven in both the EV mode and the gear drive mode at all the shift positions of the AMT. Since the driving force or braking force acting on the wheels can be made without interruption, it is possible to select and drive the optimum driving mode for maintaining fuel efficiency and environment.
For this reason, it is possible to contribute to the spread of hybrid vehicles that take advantage of AMT with high power transmission efficiency, which is particularly advantageous for fuel efficiency and environmental friendliness.
Moreover, although each said embodiment demonstrated the example which used the dog clutch (sleeve) for the engagement means which can connect the input shaft 10 and the intermediate shaft 14, it cannot be overemphasized that another means may be sufficient. Nor.

  The automobile drive device of the present invention is based on general knowledge of a person skilled in the art, and selects the optimum drive mode according to the driving condition of the automobile for driving, GPS (global positioning system), car Based on information such as a navigation system, it can be implemented in a mode combined with a device such as optimal control on a long road or on a highway.

The automobile drive device of the present invention can be applied to a passenger car or the like that places particular emphasis on travel costs and is required to reduce the environmental load. However, the present invention is not limited to these, and various vehicles using an internal combustion engine and a motor / generator. Can be applied to.

DESCRIPTION OF SYMBOLS 1 Engine 3 Clutch 10 Input shaft 10c Connection sleeve 12 Output shaft, 1st output shaft 13 2nd output shaft 14 Intermediate shaft 20 MG
21a 1st speed driving gear 22a 2nd speed driving gear 23a 3rd speed driving gear 24a 4th speed driving gear 25a 5th speed driving gear 26a 6th speed driving gear

Claims (3)

In an automobile drive device that is equipped with an engine that can output power from a crankshaft, a motor generator, and that can be driven by these,
An input shaft capable of receiving power from the crankshaft via a clutch;
An output shaft;
An intermediate shaft,
A first speed change mechanism that is disposed between the input shaft and the output shaft to obtain a plurality of speed ratios;
A second speed change mechanism that is disposed between the output shaft and an intermediate shaft connected to the motor generator;
An automobile drive device comprising an engagement means for connecting the input shaft and the intermediate shaft.   2. The automobile drive device according to claim 1, wherein the first transmission mechanism is responsible for even-numbered shifting, and the second transmission mechanism is responsible for odd-numbered shifting. The input shaft and the intermediate shaft are rotatably and connectably provided on the input shaft, a drive gear, a driven gear integral with the intermediate shaft, and an intermediate gear meshing with the drive gear and the driven gear. Can be consolidated,
The motor drive unit according to claim 1 or 2, wherein the motor generator is connected to the intermediate shaft via the intermediate gear.

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