JP2018134937A - Transaxle device - Google Patents

Abstract

Power consumption is improved without increasing the axial dimension of a transaxle device. An engine 2, a first rotating electrical machine 3 that drives an output shaft 12 on a driving wheel side, and a second rotating electrical machine 4 that generates electric power by the driving force of the engine 2 are provided. The hybrid vehicle has a power transmission path for power generation for transmitting the power of the engine 2 to the second rotating electrical machine 4 while having different driving power transmission paths for individually transmitting the power of the rotating electrical machine 3 to the output shaft 12. The axle device 1 includes a parking gear 19 and a connection / disconnection mechanism 20 provided on a first power transmission path from the first rotating electrical machine 3 to the output shaft 12. The connecting / disconnecting mechanism 20 interrupts transmission of power from the first rotating electrical machine 3. The parking gear 19 and the connection / disconnection mechanism 20 are disposed at positions that overlap each other in a direction orthogonal to the axial direction of the output shaft 12. [Selection] Figure 3

Description

  The present invention relates to a transaxle device used in a hybrid vehicle equipped with an engine and two rotating electric machines.

  Conventionally, in a hybrid vehicle equipped with an engine and a rotating electric machine (motor, generator, motor generator), a vehicle that travels while switching travel modes has been put into practical use. The driving mode includes EV mode in which only the motor is driven using the battery charging power, series mode in which the generator is driven by the engine and only the motor is driven while generating power, and parallel driving in which the engine and the motor are used in combination. Mode etc. are included. Switching of the running mode is performed by controlling a mechanism such as a sleeve or a clutch interposed on a power transmission path in the transaxle device. This mechanism is disposed, for example, on an axis in a power transmission path between the engine and the generator or on an axis in a power transmission path between the engine and the drive wheels (see Patent Documents 1 and 2).

JP-A-11-170877 JP 2013-180680 A

  By the way, in a hybrid vehicle that can output engine power and motor power separately, a power transmission path from the engine to the drive wheels and a power transmission path from the motor to the drive wheels are provided separately. In such a hybrid vehicle, generally, when the traveling load or traveling speed increases, a traveling mode (parallel mode) using engine power is selected. When a motor is used together as necessary in the parallel mode, the motor rotates with the drive wheels while the vehicle is running only with the engine. If the induced voltage generated by the rotation of the motor at this time exceeds the voltage of the driving battery, a regenerative brake is applied to the vehicle, which may give the driver a feeling of strangeness. Therefore, conventionally, field weakening control is performed to prevent unintended regenerative braking during high-speed driving.

  However, since the field weakening control consumes electric power, this control is not preferable from the viewpoint of improving power consumption. The transaxle device has a built-in parking gear that prohibits the rotation of the output shaft when the driver selects the P range. Depending on the position of the parking gear, the axial dimension in the transaxle device may vary. There is a concern of expansion.

  The present invention has been devised in view of such problems, and it is an object of the present invention to provide a transaxle device that can improve power consumption without increasing the axial dimension of the transaxle device. I will. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiment for carrying out the invention described later, and has another function and effect that cannot be obtained by conventional techniques. is there.

  (1) A transaxle device disclosed herein includes an engine, a first rotating electrical machine that drives an output shaft on a drive wheel side, and a second rotating electrical machine that generates electric power by the driving force of the engine, A power transmission path for generating power for transmitting the power of the engine to the second rotating electrical machine, as well as different driving power transmission paths for individually transmitting the power of the engine and the first rotating electrical machine to the output shaft; A transaxle device for a hybrid vehicle, comprising: a parking gear provided on a first power transmission path from the first rotating electrical machine to the output shaft; and a parking gear provided on the first power transmission path. A connecting / disconnecting mechanism for connecting / disconnecting transmission of power of the rotating electric machine, wherein the parking gear and the connecting / disconnecting mechanism overlap each other in a direction orthogonal to the axial direction of the output shaft. It is arranged in a location. The first power transmission path is one of the driving power transmission paths.

(2) On the first power transmission path, there are a first rotating electrical machine shaft connected coaxially with a rotating shaft of the first rotating electrical machine, and the first rotating electrical machine shaft and the output shaft. It is preferable that a counter shaft located between them is provided. In this case, it is preferable that the parking gear is interposed in the first rotating electrical machine shaft, and the connection / disconnection mechanism is interposed in the counter shaft.
(3) It is preferable that the transaxle device includes a differential gear interposed in the output shaft and two gears that are provided on the first power transmission path and always mesh with each other. In this case, it is preferable that the two gears are arranged on the opposite side of the differential gear with respect to the parking gear and the connection / disconnection mechanism in the axial direction.

(4) The connection / disconnection mechanism includes an annular sleeve that is non-rotatable relative to a shaft provided on the first power transmission path and is slidably coupled in the axial direction. In this case, it is preferable that the idler gear that is rotatable relative to the shaft by moving in the axial direction is in a rotationally connected state with respect to the shaft.
(5) The transaxle device includes a sleeve or a clutch interposed on a second power transmission path from the engine to the output shaft, and includes a switching mechanism that switches between a high gear stage and a low gear stage. Is preferred.

  Since the connecting / disconnecting mechanism for connecting / disconnecting the power of the first rotating electrical machine is provided, it is possible to prevent the driving wheel from being rotated when the first rotating electrical machine is off. For this reason, the field-weakening control that has been conventionally performed becomes unnecessary, and the electric power consumed by the field-weakening control can be used for traveling. In other words, by providing a connection / disconnection mechanism, power consumption can be improved. Furthermore, since the parking gear and the connecting / disconnecting mechanism are arranged so as to overlap each other in the direction orthogonal to the axial direction of the output shaft, it is possible to suppress an increase in the axial dimension of the transaxle device.

It is a top view which illustrates the internal structure of the vehicle carrying the transaxle apparatus which concerns on embodiment. It is a typical side view of a power train provided with the transaxle device of FIG. It is a skeleton figure which shows the power train provided with the transaxle apparatus of FIG. It is a skeleton figure which shows the power train which concerns on a 1st modification. It is a skeleton figure which shows the power train which concerns on a 2nd modification.

  A transaxle device as an embodiment will be described with reference to the drawings. The embodiment described below is merely an example, and there is no intention of excluding various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof. Further, they can be selected as necessary, or can be appropriately combined.

[1. overall structure]
The transaxle 1 (transaxle device) of the present embodiment is applied to the vehicle 10 shown in FIG. This vehicle 10 is a hybrid vehicle equipped with an engine 2, a traveling motor 3 (electric motor, first rotating electrical machine), and a generator 4 for power generation (generator, second rotating electrical machine). The generator 4 is connected to the engine 2 and can be operated independently of the operating state of the motor 3. Further, the vehicle 10 is prepared with three types of travel modes, EV mode, series mode, and parallel mode. These travel modes are alternatively selected by an electronic control unit (not shown) according to the vehicle state, the travel state, the driver's request output, etc., and the engine 2, motor 3 and generator 4 are used properly according to the type. It is done.

  The EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using the charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped. The EV mode is selected when the running load and running speed are low or when the battery charge level is high. The series mode is a travel mode in which the generator 2 is driven by the engine 2 to generate power, and the vehicle 10 is driven by the motor 3 using the electric power. The series mode is selected when the traveling load and traveling speed are medium or when the battery charge level is low. The parallel mode is a travel mode in which the vehicle 10 is mainly driven by the engine 2 and the drive of the vehicle 10 is assisted by the motor 3 as necessary, and is selected when the travel load and travel speed are high.

  The engine 2 and the motor 3 are connected in parallel to the drive wheel 8 via the transaxle 1, and the powers of the engine 2 and the motor 3 are individually transmitted from different power transmission paths. The generator 2 and the drive wheels 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 8.

  The transaxle 1 is a power transmission device in which a final drive (final reduction gear) including a differential gear 18 (differential device, hereinafter referred to as “diff 18”) and a transmission (reduction gear) are integrally formed. A plurality of mechanisms responsible for power transmission between the motor and the driven device are incorporated. The transaxle 1 according to the present embodiment is configured to be capable of high / low switching (switching between a high speed stage and a low speed stage), and when traveling in a parallel mode, the electronic gear controls the high gear according to the traveling state, required output, and the like. The stage and the low gear stage are switched.

  The engine 2 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil. The engine 2 is a so-called horizontal engine that is disposed sideways so that the direction of the crankshaft 2 a (rotating shaft) coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 1. . The crankshaft 2 a is disposed in parallel to the drive shaft 9 of the drive wheel 8. The operating state of the engine 2 is controlled by an electronic control unit.

  Each of the motor 3 and the generator 4 of the present embodiment is a motor generator (motor / generator) having both a function as a motor and a function as a generator. The motor 3 mainly functions as an electric motor to drive the vehicle 10 and functions as a generator during regeneration. The generator 4 functions as an electric motor (starter) when starting the engine 2, and generates power with engine power when the engine 2 is operating. An inverter (not shown) that converts a direct current and an alternating current is provided around each of the motor 3 and the generator 4 (or inside each). The rotational speeds of the motor 3 and the generator 4 are controlled by controlling the inverter. The operating state of the motor 3, generator 4 and each inverter is controlled by an electronic control unit.

  The motor 3 of the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation shaft 3a, and is fixed to the left side surface of the transaxle 1 with the bottom face directed to the transaxle 1 side. Further, the generator 4 of the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation shaft 4a, and, like the motor 3, the left side of the transaxle 1 with the bottom face directed to the transaxle 1 side. Fixed to the surface.

  FIG. 2 is a side view of the power train 7 including the engine 2, the motor 3, the generator 4, and the transaxle 1 as seen from the left side. In this side view, the engine 2 is omitted. As shown in FIG. 2, a pump 5 is fixed to the left side surface of the transaxle 1 in addition to the motor 3 and the generator 4. The pump 5 is a hydraulic pressure generator that pumps oil having a function such as hydraulic oil or lubricating oil to a hydraulic circuit (not shown) using the power on the drive wheel 8 side.

[2. Transaxle]
FIG. 3 is a skeleton diagram of a powertrain 7 provided with the transaxle 1 of the present embodiment. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six shafts 11 to 16 arranged in parallel to each other. Hereinafter, the rotating shaft connected coaxially with the crankshaft 2a is referred to as an input shaft 11.

  Similarly, the drive shaft 9, the rotation shaft 3a of the motor 3 and the rotation shaft 4a of the generator 4 are connected coaxially to the output shaft 12, the motor shaft 13 (first rotating electrical machine shaft), and the generator. Called axis 14. The rotating shaft disposed on the power transmission path between the input shaft 11 and the output shaft 12 is referred to as a first counter shaft 15 and is disposed on the power transmission path between the motor shaft 13 and the output shaft 12. The rotating shaft is called the second counter shaft 16.

  All the six shafts 11 to 16 are pivotally supported on the casing 1C via bearings (not shown). In addition, openings are formed in the side surfaces of the casing 1C located on the input shaft 11, the output shaft 12, the motor shaft 13, and the generator shaft 14, and are connected to the crankshaft 2a and the like through these openings. . A torque limiter 6 having a function of blocking excessive torque and protecting the power transmission mechanism is interposed on the crankshaft 2a. The first counter shaft 15 is connected to the rotation shaft of the pump 5 (see FIG. 2).

  Three power transmission paths are formed in the transaxle 1. Specifically, as shown by a two-dot chain line in FIG. 2, a power transmission path (hereinafter referred to as “first path 51”) from the motor shaft 13 to the output shaft 12, and the engine 2 through the input shaft 11. A power transmission path (hereinafter referred to as “second path 52”) to the output shaft 12 and a power transmission path from the engine 2 to the generator shaft 14 via the input shaft 11 (hereinafter referred to as “third path 53”). And are formed. Here, the first path 51 and the second path 52 are drive power transmission paths, and the third path 53 is a power generation power transmission path.

  The first path 52 (first power transmission path) is a path related to power transmission from the motor 3 to the drive wheels 8 and bears power transmission of the motor 3. The motor shaft 13 and the second counter shaft 16 are provided on the first path 51, and a connection / disconnection mechanism 20, which will be described later, is interposed in the middle of the first path 51. The second path 52 (second power transmission path) is a path related to power transmission from the engine 2 to the drive wheels 8 and is responsible for power transmission when the engine 2 is in operation. The input shaft 11 and the first counter shaft 15 are provided on the second path 52, and a switching mechanism 30, which will be described later, is provided in the middle of the second path 52 to perform connection / disconnection of power transmission and high / low switching. Is done. The third path 53 (third power transmission path) is a path related to power transmission from the engine 2 to the generator 4 and is responsible for power transmission when the engine is started and power transmission when the engine 2 generates power.

Next, the configuration of the transaxle 1 will be described in detail with reference to FIG. In the following description, the “fixed gear” means a gear that is provided integrally with the shaft and cannot rotate relative to the shaft. Further, the “idle gear” means a gear pivotally supported so as to be rotatable relative to the shaft.
The input shaft 11 is provided with a fixed gear 11H and an idle gear 11L. The two gears 11H and 11L have different numbers of teeth and always mesh with the two gears 15H and 15L provided on the first counter shaft 15 and having different numbers of teeth.

  In the present embodiment, the idle gear 11L having a small number of teeth is arranged on the right side (the differential 18 side), and the fixed gear 11H having a large number of teeth is arranged on the left side (the opposite side of the differential gear 18 to the idle gear 11L). The The idle gear 11L having a small number of teeth meshes with a fixed gear 15L having a large number of teeth to form a low gear stage. On the contrary, the fixed gear 11H having a large number of teeth meshes with an idler gear 15H having a small number of teeth to form a high gear stage.

  That is, the first counter shaft 15 is provided with a large-diameter fixed gear 15 </ b> L on the side close to the differential 18 and a small-diameter idle gear 15 </ b> H at a position away from the differential 18. Since the first counter shaft 15 is adjacent to the output shaft 12 in which the differential 18 is interposed, the arrangement of such gears, for example, a portion along the first counter shaft 15 in the casing 1C (see FIG. 3 can be reduced in diameter in the direction away from the differential 18 (left side in FIG. 3). Alternatively, when the casing 1C is provided so that the casing side surface 1b in which the opening of the output shaft 12 is formed is positioned on the radially outer side between the large-diameter fixed gear 15L and the small-diameter idle gear 15H, Since the cylindrical portion 1a is positioned on the left side in FIG. 3 with respect to the large-diameter fixed gear 15L, the cylindrical portion 1a can be made smaller overall. With such a configuration, a space for connecting the drive shaft 9 is secured on the extended line of the output shaft 12 outside the casing 1C.

  The input shaft 11 is provided with a fixed gear 11a that always meshes with a fixed gear 14a provided on the generator shaft 14 on the right side of the low-side idler gear 11L. That is, the input shaft 11 and the generator shaft 14 are connected via the two fixed gears 11 a and 14 a, so that power can be transmitted between the engine 2 and the generator 4.

  The idle gear 15H has a tooth surface portion that meshes with the fixed gear 11H on the left side, and a dog gear 15d that is coupled to a contact portion that protrudes on the right side of the tooth surface portion. The idle gear 11L has a tooth surface portion that meshes with the fixed gear 15L on the right side, and a dog gear 11e that is coupled to a contact portion that protrudes on the left side of the tooth surface portion. Dog teeth (not shown) are provided at the distal end portions (radially outer end portions) of the dog gears 15d and 11e.

  The switching mechanism 30 is provided on the second path 52, and controls the power connection / disconnection state of the engine 2 and switches between the high gear stage and the low gear stage. The switching mechanism 30 of the present embodiment includes two selection mechanisms 30A and 30B that select a high gear stage and a low gear stage, respectively. One selection mechanism 30 </ b> A is interposed in the input shaft 11, and the other selection mechanism 30 </ b> B is interposed in the first counter shaft 15. Further, these selection mechanisms 30A and 30B are arranged at positions overlapping each other in the width direction.

  The selection mechanism 30A includes a hub 31A fixed to the input shaft 11, and an annular sleeve 32A that is non-rotatable relative to the hub 31A (input shaft 11) and is slidably coupled in the axial direction. The sleeve 32A moves to the right side from the neutral position in the figure by controlling an actuator (not shown) by the electronic control unit. Spline teeth (not shown) that engage with the dog teeth of the dog gear 11e are provided on the radially inner side of the sleeve 32A. When the spline teeth and the dog teeth are engaged, the sleeve 32A and the dog gear 11e are engaged.

  Similarly, the selection mechanism 30B includes a hub 31B fixed to the first counter shaft 15 and an annular shape that is coupled to the hub 31B (first counter shaft 15) so as not to be rotatable relative to the hub 31B (first counter shaft 15). Sleeve 32B. The sleeve 32B moves from the neutral position in the figure to the left side when an actuator (not shown) is controlled by the electronic control unit. Spline teeth (not shown) that engage with the dog teeth of the dog gear 15d are provided on the radially inner side of the sleeve 32B. By engaging the spline teeth and the dog teeth, the sleeve 32B and the dog gear 15d are engaged.

  When the sleeves 32A and 32B are both in the neutral position, the two idle gears 15H and 11L are all in an idle state. In this case, even if the engine 2 is operating, the power of the engine 2 (rotation of the input shaft 11) is not transmitted to the output shaft 12. That is, in this case, the power transmission of the engine 2 is cut off.

  When the sleeve 32B is in the neutral position and the sleeve 32A moves to the right from the idling state and engages with the dog gear 11e of the idle gear 11L, the power of the engine 2 (rotation of the input shaft 11) causes the idle gear 11L and the fixed gear 15L. Is transmitted to the output shaft 12 via. Hereinafter, this state is referred to as a rotationally connected state. In the transaxle 1 of this embodiment, the sleeve 32A moves to the right and engages with the dog gear 11e of the idle gear 11L, so that the low gear idle gear 11L is in a rotationally connected state with respect to the input shaft 11. .

  On the other hand, when the sleeve 32A is in the neutral position and the sleeve 32B moves to the left from the idling state and engages with the dog gear 15d of the idle gear 15H, the power of the engine 2 (rotation of the input shaft 11) is transmitted to the fixed gear 11H and idle gear. It is transmitted to the output shaft 12 via the rolling gear 15H. That is, the sleeve 32B moves to the left and engages with the dog gear 15d of the idle gear 15H, whereby the idle gear 15H of the high gear stage is in a rotationally connected state with respect to the first countershaft 15.

  For example, when the sleeve 32A is moved, the generator 4 may synchronize the rotational speed of the input shaft 11 (that is, the rotational speed of the idle gears 15H and 15L) with the rotational speed of the drive wheel 8 side. That is, when the sleeve 32A is engaged with the dog gear 11e of the idle gear 11L (when the low gear stage is selected or when switching between the high gear stage and the low gear stage), the rotation of the input shaft 11 is performed prior to the engagement. The inverter on the generator 4 side may be controlled by the electronic control unit so that the speed matches the rotation speed of the first counter shaft 15.

  As this control method, for example, a rotational speed difference (rotational difference) between the input shaft 11 and the drive wheel 8 is detected by a sensor, and a load is applied from the generator 4 to the rotation of the input shaft 11 according to the rotational speed difference. The method of synchronizing with is mentioned. Alternatively, there is a method in which the rotation speed of the drive wheel 8 is detected by a sensor and the rotation speed of the generator 4 is controlled so as to be synchronized with the rotation speed.

  As shown in FIG. 3, the first counter shaft 15 is provided with a fixed gear 15a adjacent to the right side of the low-side fixed gear 15L. This fixed gear 15 a is always meshed with a ring gear 18 a of a differential 18 provided on the output shaft 12. The first counter shaft 15 is provided with a pump 5 (see FIG. 2) adjacent to the left side of the high-side idle gear 15H. The oil pumped from the pump 5 is fed into the hydraulic circuit from an oil passage inlet (not shown) provided at the end of the first counter shaft 15, the second counter shaft 16, and the like.

  The second counter shaft 16 is provided with a fixed gear 16b and an idle gear 16d so as to sandwich the connection / disconnection mechanism 20 from the left and right. The fixed gear 16 b is always meshed with the ring gear 18 a of the differential 18. On the other hand, the idle gear 16d has more teeth than the fixed gear 13a of the motor shaft 13, and always meshes with the fixed gear 13a. The idle gear 16d has a tooth surface portion that meshes with the fixed gear 13a on the right side thereof, and has a dog gear 16e that is coupled to a contact portion that protrudes on the left side of the tooth surface portion. The dog gear 16e also has dog teeth (not shown) at the tip.

  The connection / disconnection mechanism 20 includes a hub 27 fixed to the second counter shaft 16 and an annular sleeve that is non-rotatable relative to the hub 27 (second counter shaft 16) and is slidably coupled in the axial direction. 28. Spline teeth (not shown) are provided on the radially inner side of the sleeve 28. When the sleeve 28 is in the neutral position, the idle gear 16d is idling and the power transmission of the first path 51 is cut off. In other words, when the sleeve 28 is controlled to the neutral position when the engine 2 is running (when the motor 3 is stopped), the idle gear 16d is idled and the rotation on the drive wheel 8 side is not transmitted to the motor 3. The motor 3 is not rotated and the resistance is reduced.

  On the other hand, when the sleeve 28 moves in the axial direction (right side) and engages with the dog gear 16e of the idle gear 16d, the idle gear 16d is rotationally connected to the second countershaft 16, and the power of the first path 51 is increased. Communication is possible. That is, the power of the motor 3 is transmitted to the drive wheel 8 side, and the rotation of the drive wheel 8 side is transmitted to the motor 3, so that power running drive and regenerative power generation by the motor 3 are possible. In the present embodiment, the sleeve 28 is engaged with the dog gear 16e when the motor 3 is operated (in the on state), and the sleeve 28 is controlled to the neutral position when the motor 3 is stopped (in the off state).

  Further, the transaxle 1 has a parking gear 19 provided on the first path 51. The parking gear 19 is an element constituting a parking lock device. When the P range is selected by the driver, the parking gear 19 is engaged with a parking sprag (not shown) to rotate the second counter shaft 16 (that is, the output shaft 12). Ban. The parking gear 19 of this embodiment is interposed on the motor shaft 13. Further, the parking gear 19 and the connection / disconnection mechanism 20 are disposed at positions that overlap each other in a direction orthogonal to the axial direction of the output shaft 12 (hereinafter referred to as “width direction”). Thereby, the expansion of the axial dimension of the transaxle 1 is suppressed.

  In the transaxle 1 of the present embodiment, the fixed gear 13a on the motor shaft 13 and the idle gear 16d on the second counter shaft 16 are connected to the differential gear 18 with respect to the parking gear 19 and the connection / disconnection mechanism 20 in the axial direction. Arranged on the opposite side. These two gears 13a and 16d are provided on the first path 51 and always mesh with each other. By disposing these gears 13a and 16d closer to the right side surface and separating them from the differential 18, it is possible to increase the diameter of the idle gear 16d having a large number of teeth, so that a large gear ratio can be set. .

[3. Action, effect]
(1) Since the transaxle 1 described above is provided with the connection / disconnection mechanism 20 for connecting / disconnecting the power of the motor 3, it is possible to prevent the motor 3 from being rotated by the rotation of the drive wheels 8. it can. For this reason, the field-weakening control that has been conventionally performed becomes unnecessary, and thus the electric power consumed by the field-weakening control can be used for traveling. That is, by providing the connection / disconnection mechanism 20, the power consumption can be improved. Furthermore, since the parking gear 19 and the connection / disconnection mechanism 20 are arranged so as to overlap each other in the width direction, it is possible to suppress an increase in the axial dimension of the transaxle 1.

(2) In the transaxle 1 described above, the parking gear 19 is interposed in the motor shaft 13, and the connection / disconnection mechanism 20 is interposed in the second counter shaft 16. Since the second counter shaft 16 rotates in conjunction with the rotation of the output shaft 12, an oil path provided at the end of the second counter shaft 16 is provided by arranging the connection / disconnection mechanism 20 on the second counter shaft 16. Oil can be easily supplied from the inlet to the inside of the second counter shaft 16 (the idle gear 16d on the second counter shaft 16).
In the present embodiment, since the idler gear 16d having a larger number of teeth (larger diameter) than the fixed gear 13a is provided on the second countershaft 16, a small-diameter idler gear is temporarily arranged on the motor shaft 13. In addition, as compared with the case where a large-diameter fixed gear is disposed on the second countershaft 16, the rotational speed of the idle gear 16d can be reduced. Thereby, it becomes possible to design within the allowable rotation speed of the needle bearing of the idle gear 16d.

  (3) According to the transaxle 1 described above, the fixed gear 13a and the idle gear 16d are disposed on the opposite side of the differential 18 with respect to the parking gear 19 and the connection / disconnection mechanism 20 in the axial direction. The gear ratio between the two gears 13a and 16d provided on the path 51 can be set large.

  (4) In the transaxle 1 described above, the connection / disconnection mechanism 20 has the sleeve 28, and the connection / disconnection of power is switched by the sleeve 28. Therefore, there is no restriction on the gear ratio, and the degree of freedom in design can be increased. Further, since the connecting / disconnecting mechanism 20 and the idle gear 16d are interposed in the second countershaft 16, even if the second countershaft 16 rotates with the rotation of the output shaft 12, the idle gear 16d is idle. To do. For this reason, even if part or all of the idle gear 16d is bathed in oil, the oil in the transaxle 1 is not agitated, so that the efficiency of the transaxle 1 is not lowered.

  (5) In the transaxle 1 described above, the switching mechanism 30 is provided on the power transmission path (second path 52) from the engine 2 to the output shaft 12, and when traveling in the parallel mode, the travel state, the required output, etc. Accordingly, the high gear stage and the low gear stage are switched. In other words, in the parallel mode, the power of the engine 2 can be switched (transmitted) in two stages, so that the driving pattern can be increased, and effects such as improved drive feeling and improved fuel efficiency can be obtained. Can be improved.

  Further, the switching mechanism 30 described above is composed of two selection mechanisms 30A and 30B, and the selection mechanisms 30A and 30B are provided with sleeves 32A and 32B, so there is no restriction on the gear ratio. That is, each gear ratio of the high gear stage and the low gear stage can be set freely. Furthermore, in the vehicle 10 described above, the power of the engine 2 and the motor 3 can be output individually, so that torque loss during high / low switching can be covered by the power of the motor 3. As a result, the shift shock can be suppressed, and the necessity of quickly switching between high and low is reduced, so that the configuration of the switching mechanism 30 can be simplified.

[4. Modified example]
The transaxle 1 described above is an example, and the configuration is not limited to that described above. Hereinafter, modified examples of the transaxle 1 will be described with reference to FIGS. 4 and 5. 4 and 5 are skeleton diagrams showing a powertrain 7 including the transaxle 1 according to the first modification and the second modification. In addition, about the structure similar to embodiment mentioned above, the code | symbol same as embodiment mentioned above or the same code | symbol (different alphabet etc. to the same number) is attached | subjected, and the overlapping description is abbreviate | omitted.

[4-1. First modification]
As shown in FIG. 4, the transaxle 1 according to the first modification includes the positional relationship between the connection / disconnection mechanism 20 on the second counter shaft 16 and the idle gear 16 d, and the fixed gear 13 a on the motor shaft 13. Except for the positional relationship with the parking gear 19, the configuration is the same as that of the above-described embodiment (FIG. 3).

  In the transaxle 1 of the present modification, the idle gear 16d is disposed on the left side (side closer to the differential 18) of the connection / disconnection mechanism 20. In other words, the connection / disconnection mechanism 20 is disposed closer to the right side surface, and the idle gear 16d is disposed between the connection / disconnection mechanism 20 and the fixed gear 16a. The parking gear 19 on the motor shaft 13 is disposed so as to overlap the connection / disconnection mechanism 20 in the width direction, and the fixed gear 13a on the motor shaft 13 is on the left side of the parking gear 19 so as to mesh with the idle gear 16d. (Motor 3 side)

  Therefore, also with the transaxle 1 of this modification, the power consumption can be improved without increasing the axial dimension of the transaxle 1 as in the above-described embodiment. Moreover, the same effect can be acquired from the same structure as embodiment mentioned above.

[4-2. Second modification]
As shown in FIG. 5, the transaxle 1 according to the second modification has the exception that the connection / disconnection mechanism 20 is interposed in the motor shaft 13 and the parking gear 19 is interposed in the second counter shaft 16. The configuration is the same as that of the above-described embodiment (FIG. 3). That is, also in this modified example, the parking gear 19 and the connection / disconnection mechanism 20 are both provided on the first path 51 and arranged at positions overlapping each other in the width direction.

  In the present modification, a connection / disconnection mechanism 20 and an idle gear 13b are interposed in the motor shaft 13, and a parking gear 19 and two fixed gears 16a and 16b are interposed in the second counter shaft 16. The idle gear 13b on the motor shaft 13 has fewer teeth than the fixed gear 16a on the second counter shaft 16, and is always meshed with the fixed gear 16a. The idle gear 13b has a tooth surface portion that meshes with the fixed gear 16a on the right side, and a dog gear 13e on the left side of the tooth surface portion. When the sleeve 28 of the connection / disconnection mechanism 20 is engaged with the dog gear 13e, the idle gear 13b is in a rotationally connected state with respect to the motor shaft 13, and the power transmission of the first path 51 becomes possible. If the sleeve 28 is in the neutral position, the power transmission of the first path 51 is interrupted.

  Therefore, also with the transaxle 1 of this modification, the power consumption can be improved without increasing the axial dimension of the transaxle 1 as in the above-described embodiment. Moreover, the same effect can be acquired from the same structure as embodiment mentioned above.

[5. Others]
The embodiment and modification examples of the present invention have been described above, but the present invention is not limited to the above-described embodiment and the like, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment and each modified example, the case where the switching mechanism 30 that switches between the high gear stage and the low gear stage is configured by the two selection mechanisms 30A and 30B is illustrated, but the configuration of the switching mechanism is not limited thereto.

  For example, a high-side idle gear and a low-side idle gear are arranged coaxially with the switching mechanism, and the switching mechanism is configured to have a slidable sleeve that engages with these two idle gears. It may be. In this case, if the sleeve is in the neutral position, the power transmission of the second path 52 is cut off. If the sleeve engages with the high-side idler gear, the high gear stage is selected, and the sleeve is in the low-side idle. When engaged with the rolling gear, the low gear stage is selected.

  Note that the switching mechanism may include a clutch instead of the sleeve. For example, the planetary gear mechanism, a clutch and a brake may be combined to switch between high and low, or high and low may be switched using a multi-plate clutch. Further, the switching mechanism may be provided on the second path 52 (one or both of the input shaft 11 and the first counter shaft 15). Note that the switching mechanism is not an essential configuration and can be omitted.

  In the above-described embodiment, the configuration in which the parking gear 19 and the connection / disconnection mechanism 20 are disposed at positions where they overlap each other in the width direction has been described. However, the parking gear 19 and the connection / disconnection mechanism 20 further include an element ( For example, the ring gear 18a, the differential case, etc.) may be arranged at positions overlapping in the width direction.

  Further, the relative positions of the engine 2, the motor 3, the generator 4, and the pump 5 with respect to the transaxle 1 are not limited to those described above. What is necessary is just to set arrangement | positioning of the six axes | shafts 11-16 in the transaxle 1 according to these relative positions. Further, the arrangement of gears provided on each shaft in the transaxle 1 is an example, and is not limited to the above.

1 Transaxle (Transaxle device)
2 Engine 3 Motor (electric motor, first rotating electrical machine)
3a Rotating shaft 4 Generator (generator, second rotating electrical machine)
8 Drive wheel 10 Vehicle 12 Output shaft 13 Motor shaft (first rotating electrical machine shaft)
13a fixed gear 13b idle gear 16 second counter shaft (counter shaft)
16a, 16b fixed gear 16d idle gear 18 differential (differential gear)
DESCRIPTION OF SYMBOLS 19 Parking gear 20 Connection / disconnection mechanism 27 Hub 28 Sleeve 30 Switching mechanism 30A, 30B Selection mechanism 31A, 31B Hub 32A, 32B Sleeve 51 1st path | route (1st power transmission path)
52 Second path (second power transmission path)

Claims (5)

An engine, a first rotating electrical machine that drives an output shaft on the drive wheel side, and a second rotating electrical machine that generates electric power by the driving force of the engine, the power of the engine and the first rotating electrical machine are A transaxle device for a hybrid vehicle having a power transmission path for power generation for transmitting power of the engine to the second rotating electrical machine while having different driving power transmission paths for individually transmitting to an output shaft,
A parking gear provided on a first power transmission path from the first rotating electrical machine to the output shaft;
A connection / disconnection mechanism provided on the first power transmission path and configured to connect / disconnect transmission of power of the first rotating electrical machine,
The transaxle device, wherein the parking gear and the connection / disconnection mechanism are arranged at positions overlapping each other in a direction orthogonal to the axial direction of the output shaft. On the first power transmission path, a first rotating electrical machine shaft connected coaxially with a rotating shaft of the first rotating electrical machine, and positioned between the first rotating electrical machine shaft and the output shaft. Counter shaft to be provided,
The parking gear is interposed on the first rotating electric machine shaft,
The transaxle device according to claim 1, wherein the connection / disconnection mechanism is interposed in the counter shaft. A differential gear interposed in the output shaft;
Two gears provided on the first power transmission path and constantly meshing with each other,
The transaxle device according to claim 1 or 2, wherein the two gears are arranged on the opposite side of the differential gear with respect to the parking gear and the connection / disconnection mechanism in the axial direction. The connection / disconnection mechanism has an annular sleeve that is non-rotatable relative to a shaft provided on the first power transmission path and is slidably coupled in the axial direction;
4. The sleeve according to claim 1, wherein the sleeve moves in the axial direction so that an idle gear that can rotate relative to the shaft is in a rotationally connected state with respect to the shaft. The transaxle device according to item. 5. A switching mechanism that includes a sleeve or a clutch interposed on a second power transmission path from the engine to the output shaft and that switches between a high gear stage and a low gear stage. The transaxle device according to any one of the above.

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