JP2019073158A - Transaxle of hybrid vehicle - Google Patents

Abstract

Provided is a transaxle that can be reduced in size and has good power transmission efficiency. A power split device includes a differential mechanism having an input element connected to an engine, a reaction element connected to a first motor, and an output element. The power split mechanism 3 and the first motor 4 are arranged on the rotation center axis CL2 of the engine 2. The differential gear 6 is arranged such that the rotation center axis CL6 is parallel to the rotation center axis CL2 of the engine 2. A first reduction mechanism 9 for increasing the torque of the output element C3 and transmitting the torque to the differential gear 6 is provided between the output element C3 and the differential gear 6 in the split mechanism 3, and the first reduction mechanism 9 is provided on the rotation center axis CL6 of the differential gear 6. A second motor 5 and a second reduction gear 10 for increasing the torque of the second motor 5 and transmitting the torque to the differential gear 6 are arranged. [Selection diagram] FIG.

Description

  The present invention relates to a transaxle for a hybrid vehicle in which an engine and a driving motor are connected in parallel to drive wheels.

  As a hybrid drive type, a type called parallel type or series-parallel type is known, and in these drive types, both the driving power output by the engine and the driving power output by the traveling motor are drive wheels. To communicate. An example is described in Patent Document 1. In the drive device described in Patent Document 1, a planetary gear mechanism as a power split mechanism and a first motor are arranged in the same order from the engine side on the same axis as the engine, and an output element of the planetary gear mechanism An output gear connected to the is disposed between the engine and the planetary gear mechanism. In the drive device described in Patent Document 1, a counter gear is engaged with the output gear, a ring gear of the differential gear is engaged with the counter gear, and a rotor shaft of a second motor disposed parallel to the first motor. The drive gear attached to is engaged with the counter gear. Therefore, the drive device described in Patent Document 1 includes the speed change action of the power split mechanism, the reduction action of the output gear and the counter gear, the reduction action of the counter gear and the ring gear, and the drive gear of the second motor. There is a decelerating action between the gear and the counter gear, and four transmission parts (deceleration parts) are provided.

JP 2001-260669 A

  The drive device described in Patent Document 1 is a drive device of a so-called series-parallel type, in which the first motor is used as a generator in parallel with transmission of the drive force of the engine to the drive wheels. The electric power is used to function the second motor as a motor to transmit its output torque to the drive wheels. It is also possible to set a so-called EV (Electric Vehicle) mode in which the engine is stopped and traveling is performed only by the driving force output by the second motor. As described above, the second motor needs to output a driving force for traveling, but since the physique is increased as the output torque is increased, there is room for improvement in terms of in-vehicle performance. Therefore, as described in Patent Document 1, if the three reduction mechanisms are provided between the second motor and the drive wheels to increase the reduction ratio (amplification ratio of the torque), the second motor can be miniaturized. Can be The reduction ratio reduces the radius of rotating elements such as gears on the drive side (input side) and increases the radius of rotating elements such as gears on the driven side (output side). The bigger it gets, the bigger it gets. However, if the difference in radius (or ratio) is increased, the distance between the axes, which is the distance between the respective rotation center axes, becomes longer, and the apparatus becomes larger. On the other hand, as described in Patent Document 1, the reduction ratio can be increased by providing (three) the reduction mechanisms in multiple stages. However, if three parallel gear type reduction mechanisms are provided in series, the space for that becomes large, and it becomes difficult to miniaturize the drive device. Further, by providing the reduction mechanism in multiple stages, there are many places where the friction sliding occurs in accordance with the torque transmission, and power loss may increase.

  The present invention was made in view of the above technical problems, and it is an object of the present invention to provide a transaxle of a hybrid vehicle which is easy to miniaturize and has a good power transmission efficiency. .

  In order to achieve the above object, the present invention provides an engine, a first motor having a power generation function, and a power split mechanism that splits the driving force output from the engine into the first motor side and the drive wheel side; A transaxle of a hybrid vehicle, comprising: a differential gear as a final reduction gear transmitting torque to left and right drive wheels; and a second motor adjusting torque to the torque transmitted from the power split mechanism to the differential gear. The power split mechanism is constituted by a differential mechanism having an input element to which the engine is connected, a reaction element to which the first motor is connected, and an output element, and the power split mechanism is arranged on the rotation center axis of the engine. A power split mechanism and the first motor are disposed, and the differential gear is configured such that a central axis of rotation of the differential gear The first reduction mechanism, which is disposed parallel to the central axis of rotation of the motor to increase the torque of the output element and transmit it to the differential gear, is disposed between the output element and the differential gear in the power split mechanism. A second reduction gear disposed on the central axis of rotation of the differential gear and transmitting the torque to the differential gear by increasing the torque of the second motor. It is.

  According to the present invention, the torque output from the engine is divided into the drive wheel side and the first motor side by the power split mechanism, and the torque divided into the drive wheel side is driven from the differential gear through the first reduction mechanism. It is transmitted to the ring. That is, the torque transmitted from the engine to the drive wheels is increased according to the transmission ratio or reduction ratio of the power split mechanism and the first reduction mechanism. Also, the torque output from the second motor is transmitted from the differential gear to the drive wheel from the output element via the second reduction mechanism. Therefore, in the present invention, in addition to the power split mechanism capable of increasing the torque of the engine, the first and second speed reduction mechanisms are provided, and three speed reduction portions (or transmission portions) as a whole are provided. Thus, the overall configuration of the transaxle can be miniaturized with fewer components compared to the prior art. In addition, as the number of components is reduced, the number of frictionally sliding portions for torque transmission is reduced, and power loss and power transmission efficiency can be improved. Furthermore, the first reduction mechanism functions to increase the torque output by the engine, and the second reduction mechanism functions to increase the torque output by the second motor, and the respective reduction mechanisms are independent of each other. Therefore, the respective reduction ratios can be set to appropriate reduction ratios as necessary without interfering with each other. In other words, design of each speed reduction mechanism is facilitated.

It is a figure which shows the embodiment of this invention notionally. FIG. 1 is a skeleton diagram schematically showing a first embodiment of the present invention. It is a skeleton figure which shows typically the 2nd Embodiment of this invention. It is a skeleton figure which shows typically the 3rd Embodiment of this invention. It is a skeleton diagram which shows typically the 4th Embodiment of this invention. It is a skeleton figure which shows typically the 5th Embodiment of this invention. It is a skeleton figure showing typically the 6th embodiment of this invention. FIG. 21 is a skeleton diagram schematically showing an arrangement on a rotation center axis line of a differential gear in a seventh embodiment of the present invention. It is a skeleton diagram showing typically the 8th embodiment of this invention. It is a skeleton figure which shows typically the 9th Embodiment of this invention. It is a skeleton diagram showing typically the 10th embodiment of this invention.

An embodiment of the present invention is conceptually shown in FIG. The transaxle 1 shown here is a series-parallel hybrid drive system, and includes a power split mechanism 3 connected to the engine 2, two motors 4 and 5, and a differential gear 6 as a final reduction gear. Have. The engine 2 is an internal combustion engine such as a gasoline engine or a diesel engine mounted on a general vehicle, and on the rotation center axis CL ₂ of the engine 2, the power split mechanism 3 and the first motor 4 from the engine 2 side Are arranged in the order listed here. The rotation center axis CL ₂ of the engine 2 is a center axis of an output shaft such as a crankshaft of the engine 2.

  The power split mechanism 3 is a differential mechanism that performs differential operation by three rotating elements of an input element 3A, a reaction force element 3B, and an output element 3C as an example, and the input element 3A is connected to the engine 2 The reaction force element 3 B is connected to the first motor 4. The first motor 4 is a motor having a power generation function, that is, a motor generator, and as an example, is configured of a permanent magnet synchronous motor. Therefore, the power (torque) output from the engine 2 is divided by the power dividing mechanism 3 into the first motor 4 side and the output element 3C side, and the first motor 4 functions as a generator and is applied to the reaction force element 3B. By adjusting the negative torque, the rotation speed of the input element 3A, that is, the rotation speed of the engine 2 can be controlled.

The second motor 5 is a so-called traveling motor that outputs a driving force for traveling, and, like the first motor 4 described above, is a motor generator including a motor and a permanent magnet motor that functions as a generator. is there. The second motor 5 is disposed on the same axis as the rotation center axis CL _{6 of} the differential gear 6, and is configured to output a torque to the differential gear 6. The rotation center axis line CL ₆ of the differential gear 6 is a rotation center of the rotation center axis or drive shaft 8 of the left and right side gears for outputting the torque toward the left and right driving wheels 7 (not shown). Further, in FIG. 1, for convenience of drawing, the second motor 5 and the differential gear 6 are drawn so as not to overlap with each other.

  The first motor 4 and the second motor 5 are electrically connected via a controller provided with a storage device, an inverter, and the like (not shown), and supply power generated by the first motor 4 to the second motor 5. Alternatively, power is supplied from the storage device to each of the motors 4 and 5, or the power generated by any one of the motors 4 and 5 is charged to the storage device.

  A speed reduction mechanism 9 is provided which amplifies the torque output from the output element 3C from the engine 2 via the power split mechanism 3. The reduction mechanism 9 corresponds to a first reduction mechanism in the embodiment of the present invention, and is provided between the output element 3C of the power split mechanism 3 and the differential gear 6 so as to be capable of transmitting torque. Moreover, the deceleration mechanism 10 which amplifies the torque which the 2nd motor 5 output is provided. The speed reduction mechanism 10 corresponds to a second speed reduction mechanism in the embodiment of the present invention, and is provided between the rotor shaft 5A of the second motor 5 and the differential gear 6 so as to be capable of transmitting torque. Therefore, the torque output from the second motor 5 is added to the torque output from the engine 2 in the differential gear 6. The reduction gear ratio of the second reduction gear mechanism 10 is larger than the reduction gear ratio of the first reduction gear mechanism 9.

The above-described transaxle 1 is more specifically shown in FIG. In the example shown in FIG. 2, the power split mechanism 3 is constituted by a single pinion type planetary gear mechanism, and the sun gear S ₃ and a ring gear R ₃ which is an internal gear disposed concentrically with the sun gear S ₃ . When it is composed of the carrier C ₃ which holds and rotates the pinion gears P ₃ meshing with with these sun gear S ₃ and the ring gear R ₃ to perform a differential operation as rotational elements. Engine 2 is linked to the ring gear R _3. Reference numeral 11 in FIG. 2 shows a damper for reducing torsional vibrations, is provided between the engine 2 and the ring gear R _3. The first motor 4 is connected to the sun gear S _3. Therefore, the ring gear R ₃ is used as the input element, the sun gear S ₃ is turned reaction element, the carrier C ₃ is the output element. Therefore, in the example shown in FIG. 2, the speed reduction ratio by the power split mechanism 3 of a so-called mechanical point stopping the rotation of the sun gear S ₃ which is connected to the first motor 4 and which is larger than "1". That is, in the mechanical point, power split device 3 serves as a speed reducer rotational speed of the engine 2 becomes high rpm with respect to the rotational speed of the carrier C ₃ is the output element.

Differential gear 6 is arranged such that its rotation center axis CL ₆ is parallel to rotation center axis CL _{2 of} engine 2, and second motor 5 is arranged on the same axis as differential gear 6, and A first reduction gear mechanism 9 and a second reduction gear mechanism 10 are disposed between the gear 6 and the second motor 5. In the example shown in FIG. 2, the first reduction gear mechanism 9 is constituted by a winding transmission mechanism (more specifically, a chain transmission mechanism), and the drive sprocket 9A is between the power split mechanism 3 and the damper 11 described above. And is disposed on the same axis as the power split mechanism 3. Then, the drive sprocket 9A is connected to the carrier C ₃ is the output element of the power dividing mechanism 3. On the other hand, a driven sprocket 9B is disposed on the same axis as the differential gear 6, and a chain 9C which is a transmission body is wound around these sprockets 9A and 9B. Here, the driven sprocket 9B has a large diameter with respect to the drive sprocket 9A. Therefore, the drive sprocket 9A, the driven sprocket 9B and the chain 9C constitute a speed reduction mechanism. The chain 9C is preferably a silent chain.

  On the other hand, the differential gear 6 has a differential case 6A which rotates by receiving a side gear (not shown) and the like. The differential case 6A is integrally provided with a drive plate 6B corresponding to a ring gear for transmitting torque from the outside. The driven sprocket 9B is configured to rotate integrally with the drive plate 6B.

The driven sprocket 9B is disposed between the differential gear 6 and the second motor 5, and the second reduction mechanism 10 is provided between the driven sprocket 9B and the differential gear 6. In the example shown in FIG. 2, the second reduction gear mechanism 10 is configured by a so-called stepped pinion type planetary gear mechanism having a large diameter pinion gear P _{10 L} and a small diameter pinion gear P _{10 S} that integrally rotate coaxially. . The planetary gear mechanism is disposed the rotational center axis CL ₆ of the differential gear 6 around axis a larger diameter pinion gears P _10L and the sun gear S ₁₀ meshes, the sun gear S ₁₀ is connected to the second motor 5, It is an input element. Further, a ring gear R ₁₀ is meshed with the small diameter pinion gear P _10S, the ring gear R ₁₀ is in the connected and fixed elements to a predetermined fixing portion 12, such as a casing (reaction element). Then, the carrier _{C 10} holding the large-diameter pinion gears _{P 10L} and a small diameter pinion gear _{P 10S,} is connected to the drive plate 6B in the differential gear 6 with the driven sprocket 9B described above, as the output element. Therefore, the planetary gear mechanism the rotational speed of the carrier C ₁₀ is the output element relative to the rotational speed of the sun gear S ₁₀ is input element becomes low rotational speed constitutes a speed reduction mechanism. The reason for employing a so-called step-pinion type planetary gear mechanism is to increase the reduction ratio. Also, in FIG. 2, open triangles indicate bearings.

The transaxle 1 shown in FIG. 2 operates in the same manner as the known series-parallel hybrid drive. That is, the torque output from the engine 2 is divided into the first motor 4 side and the drive wheel 7 side (the reduction mechanism 9 side) in the power split mechanism 3. The first motor 4 generates electric power by being rotated by the torque transmitted from the engine 2, the reaction force torque acts on the sun gear S ₃ associated therewith. By appropriately controlling the rotational speed of the first motor 4 to high and low gear ratio (number of teeth and the ring gear R ₃ of the sun gear S ₃ of the planetary gear mechanism engine speed constitutes a power split mechanism 3 Is controlled to the rotation speed according to the On the other hand, torque is transmitted from the carrier C ₃ which is an output element to the drive sprocket 9 A, and the torque is amplified by the reduction mechanism 9 and transmitted to the differential gear 6. After all, the so-called direct torque transmitted from the engine 2 to the differential gear 6 is increased by the decelerating action of the power split mechanism 3 and the decelerating action of the decelerating mechanism 9 and transmitted to the differential gear 6.

The electric power generated by the first motor 4 is supplied to the second motor 5, and the second motor 5 outputs a torque. Its torque is input to the sun gear S ₁₀ of the reduction mechanism 10, the amplified torque at that speed reduction mechanism 10 is transmitted to the differential gear 6. That is, the power divided to the first motor 4 side by the power dividing mechanism 3 is once converted to electric power and then converted back to mechanical power by the second motor. In this way, the direct delivery torque and the torque by the second motor 5 after being converted into electric power once are synthesized by the differential gear 6 and then transmitted to the left and right driving wheels 7.

  Therefore, in the transaxle 1 described above, the engine 2 can be operated at a good operating point of the fuel consumption to improve the fuel consumption and the exhaust gas. Further, at the time of deceleration, the second motor 5 can be functioned as a generator to charge the storage battery with electric power generated by the second motor 5, so that energy regeneration can be performed at the time of deceleration to improve fuel efficiency.

  In the embodiment of the present invention shown in FIG. 2, the first reduction gear mechanism 9 and the second reduction gear mechanism 10 are configured independently of each other without sharing the structural members, and the reduction gears of one reduction gear mechanism The setting or changing of the ratio hardly affects the setting or changing of the reduction ratio of the other reduction mechanism, and there is almost no restriction of the respective reduction ratio at that point. Therefore, the speed reduction ratio in the power transmission system from the engine 2 to the differential gear 6 and the reduction ratio in the power transmission system from the second motor 5 to the differential gear 6 are set to the values required for each power transmission system. It becomes possible to set appropriately, and in that sense, the degree of freedom in the design of the transaxle 1 is increased.

Further, in the embodiment of the present invention shown in FIG. 2, when the power split mechanism 3 is counted as a reduction mechanism, there are three reduction mechanisms in total, and as described above, the reduction ratio can be appropriately set as needed. In addition, since the reduction mechanism required can be reduced, the overall configuration of the transaxle 1 can be miniaturized. Moreover, the rotation center axes for arranging the main rotation members are two of the rotation center axis CL ₂ of the engine 2 and the rotation center axis CL 6 of the differential gear ₆ and thus a small number. The vehicle height can be improved by reducing the height which is the dimension or the dimension in the front-rear direction in the vehicle-mounted state. Furthermore, as the so-called decelerating portion can be reduced, the frictional sliding portion generated by the transmission of the torque decreases, so that the power transmission efficiency can be improved by reducing the power loss.

  In the transaxle 1 according to the embodiment of the present invention, the arrangement of the power split mechanism 3 described above, the motors 4 and 5, the differential gear 6 and the like is appropriately changed while maintaining a so-called two-axis structure having two rotation center axes. Can be configured. Hereinafter, an example in which such a change is made will be described with reference to FIGS. 3 to 11. In the examples shown in FIGS. 3 to 11, the same parts as those in the example shown in FIG. 2 described above are designated by the same reference numerals as those in FIG. 2, and the description thereof will be omitted.

Example shown in FIG. 3, a power split mechanism 3 sequences on the rotation center axis line CL ₂ of the engine 2 side of the engine 2, the first reduction mechanism 9, and the first motor 4, the axial direction of the differential gear 6 with it As the second motor 5 and the second reduction mechanism 10 in order from the differential gear 6 side to the engine 2 side on the rotation center axis line CL ₆ of the differential gear 6 This is an example of arranging the step-pinion type planetary gear mechanism of The connection relationship of the engine 2, the first motor 4 and the first reduction mechanism 9 with respect to the power split mechanism 3 is the same as the example shown in FIG. 2 described above, but the stepped pinion type planetary gear shown in FIG. in the mechanism, the second sun gear _{S 10-2} is provided in place of the ring gear _{R 10,} its second sun gear _{S 10-2} is connected to a predetermined fixing portion 12 meshes with the large-diameter pinion gear _{P 10L} fixed elements (reaction element) and and the sun gear _{S 10} together with the sun gear (first sun _{gear) S 10} meshes with the small-diameter pinion gear _{P 10S} is the output element is connected to the differential gear 6, further carrier _{C 10} is the second motor, It is connected to 5 and becomes an input element.

Example shown in FIG. 4 is an example of changing a part of the configuration shown in FIG. 3, the arrangement of on the rotation center axis line CL ₂ of the engine 2 and the same sequence or structure as the example shown in Figure 3 of the This is an example in which the arrangement of the differential gear 6 on the rotation center axis CL ₆ is changed from the example shown in FIG. 3 and the second reduction gear mechanism 10 and the second motor 5 are sequentially arranged from the differential gear 6 side.

The example shown in FIG. 5 is an example in which a part of the configuration shown in FIG. 3 or FIG. 4 is modified, and the arrangement of the engine 2 on the rotation center axis CL ₂ is the same On the other hand, on the rotation center axis CL _{6 of the} differential gear 6, the second motor 5 and the second motor 5 are sequentially changed from the first reduction mechanism 9 side to the engine 2 side on the rotational center axis CL _{6 of the} differential gear 6. The planetary gear mechanism as the speed reduction mechanism 10 is arranged in this example. Note that, in step pinion type planetary gear mechanism shown in FIG. 5, the second ring gear _{R 10-2} is provided in place of the sun gear _{S 10,} the second ring gear _{R 10-2} is large pinion _{P 10L} predetermined fixed portion 12 to the connected and fixed elements (reaction element) next to and the ring gear R ₁₀ meshing with the small-diameter pinion gear P _10S, is the output element is connected to the differential gear 6 meshes with the.

The example shown in FIG. 6 is an example in which the configuration shown in FIG. 4 or a part of the configuration shown in FIG. 5 is changed. That is, in the configuration shown in FIG. 4, the step-pinion type planetary gear mechanism is replaced by two ring gears and provided with two sun gears, or in the configuration shown in FIG. In this example, the arrangement order of the reduction gear mechanism 10 and the differential gear 6 is horizontally reversed on the rotation center axis CL ₆ of the differential gear 6. That is, the sequence of on the rotation center axis line CL ₂ of the engine 2 has the same sequence or structure as the example shown in Figure 3 above. On the other hand, the second reduction gear mechanism 10 and the second motor 5 are disposed sequentially from the differential gear 6 side to the engine 2 side by changing the arrangement shown in FIG. 4 on the rotation center axis CL _{6 of} the differential gear 6. It is done. The stepped pinion type planetary gear mechanism constituting the second reduction gear mechanism ₁₀ is provided with two ring gears R ₁₀ and R _10-2 similarly to the configuration in the example shown in FIG. The motor 6 and the second motor 5 are connected in the same manner as the example shown in FIG.

Next will be described an example of changing from the example showing an arrangement of on the rotation center axis line CL ₂ of the engine 2 in FIG. 2 and FIG. 3. In the example shown in FIG. 7, the arrangement of the engine 2 on the rotation center axis CL ₂ is changed from the arrangement shown in FIG. 2 and FIG. 3, and the first motor 4 and the first reduction mechanism are sequentially arranged from the engine 2 side. 9, power split device 3 is arranged. The connection structure between each rotating element and the engine 2, the first motor 4 and the first reduction gear mechanism 9 in the power split mechanism 3 is the same as that shown in FIG. 2 or 3. The arrangement or configuration of the differential gear 6 on the rotation center axis CL ₆ is the same as that shown in FIG.

In the configuration shown in FIG. 7, the differential gear 6 can be disposed on the opposite side to the first reduction gear mechanism 9 with respect to the second motor 5, that is, on the second reduction gear mechanism 10 side. The arrangement or configuration of the differential gear 6 on the rotation center axis CL ₆ when such a change is made is shown in FIG. In FIG. 8, on the rotation center axis CL ₆ of the differential gear 6, stepped pinion type planetary gears as the second motor 5 and the second reduction mechanism 10 are sequentially arranged from the first reduction mechanism 9 side to the engine 2 side. The mechanism is arranged. In the stepped pinion type planetary gear mechanism, the second sun gear _{S 10-2} meshing with the large-diameter pinion gear _{P 10L} is provided, the second sun gear _{S 10-2} is connected to a predetermined fixed portion 12 fixing elements (reaction element), and the sun gear S ₁₀ meshing with the small-diameter pinion gear P _10S is connected to the differential gear 6 as the output element.

The example shown in FIG. 9 is an example in which a part of the configuration shown in FIG. 7 is changed, or an example in which a part of the configuration shown in FIG. 4 described above is changed. That is, in the example shown in FIG. 9, the arrangement of the engine 2 on the rotation center axis CL ₂ is the same as the arrangement in the example shown in FIG. 7, and the arrangement of the differential gear 6 on the rotation center axis CL ₆ Are similar to the arrangement in the example shown in FIG. 4 described above.

The example shown in FIG. 10 is different from the configuration shown in FIG. 9 in that the arrangement of the differential gear 6 on the rotation center axis CL ₆ is the same as the arrangement in the example shown in FIG. The arrangement of on the rotation center axis line CL ₂ of the engine 2 in the example shown in FIG. 10 is in the same manner as sequence in the example shown in FIG.

And, the example shown in FIG. 11 is different from the configuration shown in FIG. 9 or FIG. 10 in that the arrangement of the differential gear 6 on the rotation center axis CL ₆ is the same as the arrangement in the example shown in FIG. . The arrangement of on the rotation center axis line CL ₂ of the engine 2 in the example shown in FIG. 11 has the same the sequence in the example shown in FIG.

  In any of the configurations shown in FIGS. 3 to 11, there are three so-called decelerating portions and a biaxial structure, and therefore, as in the example shown in FIG. The overall configuration can be miniaturized, and accordingly, the in-vehicle performance of the transaxle 1 can be improved, and the power transmission efficiency can be improved.

  In addition, this invention is not limited to each embodiment mentioned above, Comprising: The winding transmission mechanism which comprises a deceleration part may be a mechanism using transmission members other than chains, such as a timing belt.

DESCRIPTION OF SYMBOLS 1 ... Transaxle, 2 ... engine, 3 ... Power split mechanism, 3A ... input element, 3B ... reaction force element, 3C ... output element, 4 ... 1st motor, 5 ... 2nd motor, 6 ... differential gear, 7 ... driving wheels, 8 ... drive shaft, 9 ... speed reduction mechanism, 9A ... drive sprocket, 9B ... driven sprocket, 9C ... chain, 10 ... speed reduction mechanism, _C 3, C _{10 ...} carrier, _CL 2, CL 6 _... central axis of rotation, P _{10 L} : Large diameter pinion gear, P _{10 S} : Small diameter pinion gear, R ₃ , R ₁₀ , R ₁₀ , R _10-2 ... Ring gear, S ₃ , S ₁₀ , S _10-2 ... Sun gear.

Claims (1)

As an engine, a first motor with a power generation function, a power split mechanism that splits the driving force output by the engine into the first motor side and the drive wheel side, and a final reduction gear that transmits torque to the left and right drive wheels A transaxle of a hybrid vehicle, comprising: a differential gear; and a second motor that adjusts torque to torque transmitted from the power split mechanism to the differential gear,
The power split mechanism is constituted by a differential mechanism having an input element to which the engine is connected, a reaction element to which the first motor is connected, and an output element.
The power split mechanism and the first motor are disposed on an axis of rotation of the engine;
The differential gear is disposed such that a central axis of rotation of the differential gear is parallel to a central axis of rotation of the engine.
A first reduction mechanism is provided between the output element and the differential gear in the power split mechanism, for increasing the torque of the output element and transmitting it to the differential gear.
A transformer of a hybrid vehicle, wherein the second motor and a second reduction gear for increasing the torque of the second motor and transmitting it to the differential gear are disposed on the rotation center axis line of the differential gear. Axle.

Images