JP4758198B2 - Vehicle drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive unit for a vehicle capable of attaining easily expected performance by an engagement device for controlling a power transmission state for a rotation condition switching mechanism. <P>SOLUTION: A controller for the drive unit for the hybrid vehicle is provided with an electric transmission and the rotation condition switching mechanism in a power transmission route from a first driving force source to wheels, and is constituted to control a speed change ratio of the electric transmission continuously variably by controlling an output from the first motor generator, and the rotation condition switching mechanism has the plurality of engagement devices for controlling the power transmission state and engaged/released. In the controller, the plurality of engagement devices include the engagement device C1 for a high speed engaged when bringing the speed change ratio of the rotation condition switching mechanism into the lowest, the engagement device C1 has constitution for engaging/releasing an output element for the electric transmission with/from an input rotary member of the rotation condition switching mechanism, and hydraulic chambers 62, 63 of the engagement device C1 for the high speed are provided in the input rotary member 66 of the rotation condition switching mechanism. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a drive control device for a hybrid vehicle having a plurality of driving force sources for transmitting power to wheels.

  Conventionally, a hybrid vehicle equipped with an engine and a motor / generator as a plurality of driving force sources is known. In such a hybrid vehicle, the fuel consumption is improved while taking advantage of the characteristics of the engine and the motor / generator, and It is possible to reduce the exhaust gas. Thus, an example of a hybrid vehicle having an engine and a motor / generator as driving force sources is described in Patent Document 1.

  The hybrid vehicle described in Patent Document 1 has an engine and an assist motor as driving force sources, and a motor is provided in addition to the assist motor. First, the engine power is transmitted to the drive wheels via the drive shaft and the axle. A planetary gear is provided in a path from the engine to the drive shaft. The planetary gear has a sun gear and a ring gear and a carrier holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements, the carrier is connected to the engine side, and the sun gear is connected to the rotor of the motor. . A ring gear shaft is connected to the ring gear of the planetary gear, and a rotor of the assist motor is connected to the ring gear shaft. Further, a speed change mechanism is provided on a path from the ring gear shaft to the drive shaft. This speed change mechanism includes a sun gear and a ring gear, and a carrier for holding a pinion gear meshed with the sun gear and the ring gear as three rotating elements. The carrier of the speed change mechanism is connected to the ring gear shaft, and the ring gear of the speed change mechanism is driven by the drive. It is connected to the shaft. A clutch that selectively engages and disengages the carrier of the speed change mechanism and the ring gear of the speed change mechanism, and a brake that prevents rotation of the sun gear of the speed change mechanism are provided.

The engine torque is input to the planetary gear carrier, and the motor is caused to function as a reaction force element, whereby the torque output from the ring gear is transmitted to the ring gear shaft. Here, regenerative control (power generation control) is performed by the motor that is the reaction force element, and the generated electric power is charged to the battery, and the rotational speed of the planetary gear is controlled by controlling the rotational speed of the motor. It is possible to control the gear ratio, which is a ratio with the rotational speed of the ring gear, in a stepless manner. Further, it is possible to drive the assist motor so as to control the engine output in accordance with the required driving force in the vehicle and compensate for the shortage of the actual engine torque relative to the target engine torque. In the speed change mechanism, the coupled state for transmitting engine power to the drive shaft includes the speed-up coupled state in which the clutch is turned off and the brake is turned on, and the brake is turned off by turning on the clutch. The direct connection state can be selectively switched. A hybrid vehicle provided with a first driving force source and a motor / generator as driving force sources is also described in Patent Document 2.
JP 2000-346187 A JP 2005-1112019 A

  However, in the hybrid vehicle described in Patent Document 1, a clutch that selectively engages / releases the planetary gear carrier and the ring gear provided between the ring gear shaft and the drive shaft is provided. However, if a mechanism such as a hydraulic chamber and a drum and a piston for controlling engagement / release of the clutch are provided on the carrier side, a planetary gear provided between the crankshaft and the ring gear shaft is provided. When the gear ratio is reduced, the ring gear shaft is rotated at a high speed, and the hydraulic pressure in the hydraulic chamber increases due to the centrifugal force, which may make it difficult to obtain the desired performance with the clutch.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle drive device that makes it easy to obtain a desired performance with an engagement device that controls a power transmission state of a rotation state switching mechanism. .

In order to achieve the above object, according to the first aspect of the present invention, an electric transmission is provided in the power transmission path from the prime mover to the wheels, and the machine is located downstream of the electric transmission in the power transmission path. manner and configured rotated state switching mechanism is provided, the rotation state switching mechanism controls the power transmission state, and driving the vehicle having a plurality of engagement devices that will be engaged and disengaged In the apparatus, the plurality of engagement devices include a high-speed engagement device that is engaged at a high speed, and the high-speed engagement device includes an output element of the electric transmission and the rotation state. an input rotary member of the switching mechanism along with has a configuration for engagement and disengagement, and the hydraulic chamber is provided to the input rotary member for controlling the engagement and disengagement of the fast engagement device, said rotating The state switching mechanism is provided between the input rotating member and the output rotating member. Including a transmission capable of changing a transmission ratio of the engagement device, the transmission ratio being controlled by switching engagement / release of the engagement device. The first planetary gear mechanism has a first sun gear and a first ring gear arranged on the same axis, and a pinion gear meshed with the first sun gear and the first ring gear. The first carrier corresponds to the input element, the first ring gear corresponds to the output element, and the first sun gear corresponds to the reaction force element. In addition, the transmission includes a second planetary gear mechanism and a third planetary gear mechanism arranged on the same axis, and the second planetary gear mechanism includes a second sun gear and a second ring gear. And the second sun And a second carrier for holding a pinion gear meshed with the second ring gear, and the third planetary gear mechanism includes a third sun gear, a third ring gear, and the third sun gear. And a third carrier for holding a pinion gear meshed with the third ring gear, wherein the first ring gear and the third sun gear are connected, and the second ring gear and the third carrier Are connected, the second carrier and the third ring gear are connected, the third carrier corresponds to an output rotation member of the transmission, and the engagement device includes the first carrier A clutch that selectively engages / releases the ring gear and the third sun gear with respect to the second carrier, and selectively rotates / stops the second carrier and the third ring gear. And a second brake for selectively switching rotation / stop of the second sun gear, wherein the clutch is the high-speed engagement device .
According to a second aspect of the present invention, an electrical transmission is provided in the power transmission path from the prime mover to the wheels, and a rotational state switching mechanism mechanically configured on the downstream side of the electric transmission in the power transmission path. The rotation state switching mechanism controls a power transmission state, and has a plurality of engagement devices to be engaged / released, and the plurality of engagement devices Includes a high-speed engagement device that is engaged at a high speed, and the rotation state switching mechanism controls the engagement / release of the engagement device to thereby change a plurality of modes in which power transmission states are different. The electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism is arranged on the same axis as the first sun gear. And the first ring gear and the first sun And a first carrier that holds a pinion gear meshed with the first ring gear. The first carrier corresponds to the input element, and the first ring gear corresponds to the output element. The first sun gear corresponds to the reaction force element, and the mode switching mechanism includes a double pinion type planetary gear mechanism and a single pinion type planetary gear mechanism arranged coaxially, and the double pinion type The planetary gear mechanism includes a second sun gear and a second ring gear, a first pinion gear meshed with the second sun gear, and a second pinion gear meshed with the second ring gear and the first pinion gear. And the first pinion gear and the second carrier holding the second pinion gear, and the single pinion planetary tooth The mechanism includes a third sun gear and a third ring gear, and a third carrier that holds a pinion gear meshed with the third sun gear and the third ring gear, and the third ring gear includes the third carrier. The wheels are connected to transmit power, the first ring gear and the third sun gear are connected, the second ring gear and the third ring gear are connected, and the second carrier and the second gear are connected. 3 carrier, and the engagement device includes: a first clutch that selectively engages / releases the first carrier with respect to the third carrier; the first ring gear; A second clutch that selectively engages and releases the third sun gear with respect to the second sun gear; and a first brake that selectively switches between rotation and fixation of the second sun gear. When, and a reverse brake to switch the rotation and fixation of the second carrier and the third carrier selectively, the second clutch is characterized in that it is a the high-speed engagement device .

According to a third aspect of the present invention, an electric transmission is provided in a power transmission path from the prime mover to the wheels, and is mechanically configured on the downstream side of the electric transmission in the power transmission path, and the input rotating member and A rotation state switching mechanism having an output rotation member is provided, and the rotation state switching mechanism is engaged with and released from a plurality of gears in order to control a transmission ratio between the input rotation member and the output rotation member. In the vehicle drive device having the engagement device, the input rotation member includes a high-speed input rotation member that receives power from the electric transmission and sets the rotation state switching mechanism in a high speed state. The plurality of engagement devices include a high-speed engagement device that engages / releases the output element of the electric transmission and the high-speed input rotation member, and the rotation state switching mechanism Said high speed at high speed The input rotation member is connected to the output element of the electric transmission and the high-speed input rotation member so that the rotation state switching mechanism rotates as a whole by engaging an engagement device. And a speed ratio between the output rotating member and the output rotating member so as to limit the rotational speed of the input rotating member to a predetermined rotational speed or more at the high speed. A hydraulic chamber for controlling engagement / release of the engagement device is provided in the high-speed input rotation member of the rotation state switching mechanism .
According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the rotation state switching mechanism includes a transmission capable of changing a speed ratio between the input rotation member and the output rotation member, and the engagement device includes: The gear ratio is controlled by switching between engagement and disengagement.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism is arranged coaxially. And a first carrier for holding a pinion gear meshed with the first sun gear and the first ring gear. The first carrier corresponds to the input element. The first ring gear corresponds to the output element, the first sun gear corresponds to the reaction force element, and the planetary gear mechanism of the transmission is a second planetary gear mechanism arranged coaxially. And a third planetary gear mechanism, wherein the second planetary gear mechanism holds a second sun gear and a second ring gear, and a pinion gear meshed with the second sun gear and the second ring gear. Second key A third carrier that holds a third sun gear and a third ring gear and a pinion gear meshed with the third sun gear and the third ring gear. The first ring gear and the third sun gear are connected, the second ring gear and the third carrier are connected, and the second carrier and the third ring gear are connected to each other. And the third carrier corresponds to an output rotation member of the transmission, and the engagement device causes the first ring gear and the third sun gear to move relative to the second carrier. A clutch that is selectively engaged / released, a first brake that selectively switches rotation / stop of the second carrier and the third ring gear, and rotation / stop of the second sun gear are selected. And a second brake to switch to, and is characterized in that the clutch is in the high speed engagement device.

According to a sixth aspect of the invention, in addition to the configuration of the third aspect , the rotation state switching mechanism selectively selects a plurality of modes having different power transmission states by controlling engagement / release of the engagement device. A switchable mode switching mechanism is included.

According to a seventh aspect of the invention, in addition to the structure of any of the third to sixth aspects , the electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism is coaxially arranged. And a first carrier that holds a pinion gear meshed with the first sun gear and the first ring gear, the first carrier being The input element, the first ring gear corresponds to the output element, the first sun gear corresponds to the reaction force element, and the mode switching mechanism is a coaxially arranged double pinion type A planetary gear mechanism and a single pinion type planetary gear mechanism are provided, wherein the double pinion type planetary gear mechanism is engaged with a second sun gear and a second ring gear, and a first sun gear engaged with the second sun gear. A single pinion, comprising: a pinion gear; a second pinion gear meshed with the second ring gear and the first pinion gear; and a second carrier holding the first pinion gear and the second pinion gear. The type planetary gear mechanism includes a third sun gear and a third ring gear, and a third carrier for holding a pinion gear meshed with the third sun gear and the third ring gear. The wheel is coupled to a ring gear so that power can be transmitted, the first ring gear and the third sun gear are coupled, the second ring gear and the third ring gear are coupled, and the second carrier And the third carrier are coupled, and the engagement device selectively engages the first carrier with respect to the third carrier. A first clutch that is disengaged, a second clutch that selectively engages and disengages the first ring gear and the third sun gear with respect to the second sun gear, and the second sun gear. A first brake that selectively switches rotation / fixation; and a reverse brake that selectively switches rotation / fixation of the second carrier and the third carrier, wherein the second clutch is the high-speed engagement member. It is a combination device.

According to an eighth aspect of the invention, in addition to the configuration of any of the third to seventh aspects, an electric motor connected to the rotational state switching mechanism so as to be capable of transmitting power is provided, and the electric motor and the rotational state switching mechanism are provided. It is arranged on the same axis, and a partition wall is provided between the electric motor and the rotation state switching mechanism in the axial direction, and the engagement device includes a rotation member that rotates the rotation member that constitutes the rotation state control mechanism. A brake for controlling the stop is included, the brake having a piston operating in the axial direction, the piston being attached to the partition wall, and the piston being arranged in a radial direction perpendicular to the axial direction. The high speed engagement device is configured to cover the outside.

According to a ninth aspect of the present invention, in addition to the configuration of the fourth or fifth aspect, the engagement device is engaged when a power transmission state in which the speed ratio of the rotational state switching mechanism is minimized is formed. The high-speed engagement device is included.

According to a tenth aspect of the present invention, in addition to the configuration of any of the third to ninth aspects, the electric transmission includes an input element, a reaction force element, and an output element that are differentially rotatable with respect to each other. The input element is connected to the prime mover, the reaction force element is connected to a reaction force generator, the output element is connected to the motor and the rotation state switching mechanism, and the output of the reaction force generator By controlling this, the speed ratio between the input element and the output element in the electric transmission can be controlled steplessly.

According to the first aspect of the present invention, the torque of the prime mover is transmitted to the electric transmission, and the torque output from the electric transmission is transmitted to the wheels via the rotation state switching mechanism. Further, by controlling the engagement and disengagement of the fast engagement device, and the output element of the electric transmission, power transmission between the input rotary member of the rotary state switching mechanism is performed, or the dynamic power transmission Is cut off. Further, the rotational speed of the input rotation member of the rotation state switching mechanism does not rise above a predetermined value due to the limitation of the maximum vehicle speed, and it is possible to suppress the hydraulic pressure in the hydraulic chamber from increasing due to centrifugal force. It becomes easy to obtain the performance of the period. Further, the torque of the prime mover is input to the electric transmission, and the torque output from the electric transmission is transmitted to the wheels via the transmission. Further, the gear ratio of the transmission is changed by changing the engagement / release state of the engagement device.
According to the invention of claim 2, the torque of the prime mover is transmitted to the electric transmission, and the torque output from the electric transmission is transmitted to the wheels via the rotation state switching mechanism. In addition, by controlling the engagement / release of the high-speed engagement device, power transmission is performed between the output element of the electric transmission and the input rotation member of the rotation state switching mechanism, or the power transmission is interrupted. Is done. Further, the rotational speed of the input rotation member of the rotation state switching mechanism does not rise above a predetermined value due to the limitation of the maximum vehicle speed, and it is possible to suppress the hydraulic pressure in the hydraulic chamber from increasing due to centrifugal force. It becomes easy to obtain the performance of the period. Further, by controlling engagement / release of the engagement device, a plurality of modes having different power transmission states can be selectively switched.
According to the invention of claim 3, the torque of the prime mover is transmitted to the electric transmission, and the torque output from the electric transmission is transmitted to the wheels via the rotation state switching mechanism. Further, by controlling the engagement / release of the high speed engagement device at high speed, the gear ratio between the high speed input rotation member and the output rotation member of the rotation state switching mechanism is controlled. Further, by controlling the transmission ratio between the input rotary member and the output rotary member of the high speed for the rotational speed of the input rotary member does not rise above a predetermined value, the hydraulic pressure chamber pressure is increased by centrifugal force It is easy to obtain the desired performance with the high-speed engagement device.

According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of claim 3 , the torque of the prime mover is input to the electric transmission and the torque output from the electric transmission is It is transmitted to the wheel via the machine. Further, the gear ratio of the transmission is changed by changing the engagement / release state of the engagement device. According to the invention of claim 5, the same effect as that of the invention of claim 4 can be obtained.

According to the invention of claim 6, in addition to obtaining the same effect as that of the invention of claim 3, a plurality of modes having different power transmission states can be selectively selected by controlling engagement / release of the engagement device. Switching is possible. In the invention of claim 7, the same effect as that of any of claims 3 to 6 can be obtained.

According to the invention of claim 8, in addition to obtaining the same effect as the invention of any one of claims 3 to 7 , the high speed engagement device and the brake can be arranged in the radial direction, and the arrangement in the axial direction is possible. Space can be reduced, and the drive device is made compact.

According to the ninth aspect of the invention, in addition to obtaining the same effect as that of the fourth or fifth aspect of the invention, the power transmission state in which the gear ratio of the rotational state switching mechanism is minimized by the engagement of the engagement device. Can be formed.

According to the invention of claim 10, in addition to obtaining the same effect as that of any of the inventions of claims 3 to 9, the input element and the output in the electric transmission can be controlled by controlling the output of the reaction force generator. The gear ratio between the elements can be controlled steplessly.

  Next, the present invention will be specifically described with reference to the drawings. FIG. 2 shows a configuration example of a power train of a vehicle that can use the present invention. The vehicle Ve shown in FIG. 2 is a hybrid vehicle (hereinafter abbreviated as “vehicle”) of the FR type (front engine / rear drive; engine front and rear wheel drive). The vehicle Ve shown in FIG. 2 has two types of driving force sources. The two types of driving force sources have different motive power generation principles. In this embodiment, the engine 1 and the motor / generator (MG2) 2 are mounted as driving force sources and output from the engine 1 and the motor / generator 2. The power transmission path is configured so that the transmitted power is transmitted to the same wheel (rear wheel) 3 together. The engine 1 that is a driving force source of the vehicle Ve is a power device that burns fuel and converts the heat energy into kinetic energy. As the engine 1, an internal combustion engine or an external combustion engine can be used. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or the like is used as the engine 1 will be described. The engine 1 is configured to be able to electrically control output torque by controlling an electronic throttle valve (not shown).

  On the other hand, the motor / generator 2 which is another driving force source is housed in the casing 4, and the motor / generator 2 converts a power running function for converting electric energy into kinetic energy, and converts kinetic energy into electric energy. Combined with regeneration function. The motor / generator 2 includes a rotor 5 and a stator 6, and the stator 6 is fixed to the casing 4. A transmission 7 is provided in the power transmission path from the engine 1 and the motor / generator 2 to the wheels 3, and a power distribution device 8 is provided in the power transmission path from the engine 1 to the transmission 7. ing. The power distribution device 8 shown in FIG. 2 is mainly composed of a single pinion type planetary gear mechanism. That is, the power distribution device 8 rotates a sun gear 10 coaxially arranged with the input shaft 9, a ring gear 11 coaxially arranged with the sun gear 10, and a plurality of pinion gears 12 meshing with the sun gear 10 and the ring gear 11. And a carrier 13 held so as to be freely revolved. The carrier 13 and the input shaft 9 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally. Further, the input shaft 9 and the crankshaft 1A of the engine 1 are coaxially arranged, and the crankshaft 1A and the input shaft 9 can transmit power via a damper mechanism, specifically, a torsional damper 1B. It is connected to. The torsional damper 1B is a shock absorber that absorbs torque fluctuations and attenuates vibrations.

  Further, a motor / generator 14 is disposed between the engine 1 and the power distribution device 8 in the axial direction of the input shaft 9. The motor / generator 14 has both a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy. That is, the principle of power generation differs between the engine 1 and the motor generators 2 and 14. The motor / generator 14 includes a rotor 15 and a stator 16, and the stator 16 is fixed to the casing 4. The rotor 15 and the sun gear 10 are coupled so as to be able to transmit power, specifically, coupled so as to rotate integrally.

  On the other hand, the transmission 7 is configured to be capable of changing a gear ratio that is a value obtained by dividing the input rotational speed by the output rotational speed, and the transmission 7 includes two sets of single pinion type idlers arranged coaxially. The star gear mechanisms 17 and 18 are provided. First, the planetary gear mechanism 17 includes a sun gear 19 and a ring gear 20 that are arranged on the same axis, and a carrier 22 that holds a pinion gear 21 meshed with the sun gear 19 and the ring gear 20 so as to rotate and revolve. On the other hand, the planetary gear mechanism 18 includes a sun gear 23 and a ring gear 24 that are arranged on the same axis, and a carrier 26 that holds a pinion gear 25 meshed with the sun gear 23 and the ring gear 24 so as to be capable of rotating and revolving. Then, the carrier 22 of the planetary gear mechanism 17 and the ring gear 24 of the planetary gear mechanism 18 are connected so as to rotate integrally, and the carrier 26 of the planetary gear mechanism 18 and the ring gear 20 of the planetary gear mechanism 17 rotate integrally. It is connected to. In other words, the transmission 7 is a so-called CR / CR combination transmission. Further, the rotor 5 of the motor / generator 2 is connected to the ring gear 11 and the sun gear 23. Specifically, the rotor 5, the ring gear 11, and the sun gear 23 of the motor / generator 2 are connected to each other via an intermediate shaft 50 so as to rotate integrally. An output rotating member 27 is connected to the carrier 26, specifically, connected to rotate integrally, and a differential 28 is provided in a power transmission path from the output rotating member 27 to the wheel 3.

  Next, a mechanism for controlling the transmission ratio of the transmission 7 will be described. A clutch C1 for selectively connecting / disconnecting the carrier 22 to / from the rotor 5 of the motor / generator 2, the ring gear 11 and the sun gear 23 is provided. Is provided. A brake B1 for controlling the rotation / stop of the carrier 22 and the ring gear 24 is provided, and a brake B2 for controlling the rotation / stop of the sun gear 19 is provided. As the engagement devices such as the clutch C1 and the brakes B1 and B2, either a friction type engagement device or a meshing type engagement device may be used. In this embodiment, a friction type engagement device is used. It shall be. This frictional engagement device is configured such that its torque capacity or transmission torque is controlled by hydraulic pressure.

  On the other hand, a power storage device 29 capable of transferring power to and from the motor / generator 2 is provided, and an inverter 30 is provided in a circuit between the motor / generator 2 and the power storage device 29. Yes. In addition, a power storage device 31 capable of transferring power to and from the motor / generator 14 is provided, and an inverter 32 is provided in a circuit between the motor / generator 14 and the power storage device 31. Yes. As these power storage devices 29 and 31, secondary batteries, specifically, batteries, capacitors, and the like can be used. In addition, an electric circuit is configured so that power can be directly transferred between the motor / generator 2 and the motor / generator 14 without passing through the power storage devices 29 and 31. Furthermore, a hydraulic control device 33 is provided as an actuator for controlling the clutch C1 and the brakes B1 and B2. The hydraulic control device 33 has a known structure having a hydraulic circuit and a solenoid valve.

  Next, specific configurations of the clutch C1 and the brake B2 described above will be described with reference to FIG. A partition wall 51 continuous to the casing 4 is provided, and the partition wall 51 is disposed between the motor / generator 2 and the planetary gear mechanism 17 in the direction of the axis A1 of the intermediate shaft 50. A shaft hole 52 is formed through the partition wall 51, and an intermediate shaft 50 is disposed in the shaft hole 52. A cylindrical portion 53 extending in the axial direction is provided at the inner peripheral end of the partition wall 51, and a cylindrical holder 54 is rotatably attached to the outer periphery of the cylindrical portion 53. A clutch drum 55 that rotates integrally with the holder 54 is also provided. The clutch drum 55 is formed in an annular shape, and an annular connecting drum 56 is connected to an end of the clutch drum 55 opposite to the side connected to the holder 54. The connecting drum 56 is attached to the outside of the intermediate shaft 50 so as to be relatively rotatable. The connecting drum 56 is connected so as to rotate integrally with the carrier 22.

A plurality of discs 57 are splined to the inner periphery of the clutch drum 55 along the axial direction. These discs 57 are formed in an annular shape. On the other hand, a clutch hub 58 is splined to the outer periphery of the intermediate shaft 50, and a plurality of plates 59 are attached to the clutch hub 58. A plurality of disks 57 and a plurality of plates 59 are alternately arranged in the axial direction. A piston 60 and a stopper 61 are provided between the clutch drum 55 and the holder 54 in the radial direction centered on the axis A1. The piston 60 and the stopper 61 are configured to be operable in the axial direction. A hydraulic chamber 62 is formed between the clutch drum 55 and the piston 60, and a hydraulic chamber 63 is formed between the piston 60 and the stopper 61. Further, a compression coil spring (return spring) 64 is disposed in the hydraulic chamber 63, and the piston 60 is pressed toward the clutch drum 55 in the axial direction.

  On the other hand, an oil passage 65 is provided in the partition wall 51, and an oil passage 54A is also provided in the holder 54, and the oil passage 65 and the oil passage 54A are connected to each other. In this manner, the pressure oil is supplied to and discharged from the hydraulic chamber 62 via the oil passage 65 and the oil passage 54A. The hydraulic oil is also supplied to and discharged from the hydraulic chamber 63. The connecting drum 56, the clutch drum 55, the plate 59, the disk 57, and the like configured as described above constitute the clutch C1. The hydraulic chambers 62 and 63 and the pistons 60 and 61 constitute a hydraulic servo mechanism 66.

  Next, the configuration of the brake B2 will be described. A connecting drum 67 that rotates integrally with the sun gear 19 is provided. The connecting drum 67 is formed in an annular shape. A plurality of plates 68 are attached to the outer periphery of the connecting drum 67 along the axial direction. On the other hand, a plurality of discs 69 are splined to the inner peripheral surface of the casing 4 in the axial direction. Here, the plurality of plates 59 and the plurality of disks 67 constituting the clutch C1 are disposed closer to the partition wall 51 in the axial direction than the plurality of plates 68 and the plurality of disks 69 constituting the brake B2. Further, a brake piston 70 is disposed in the casing 4 between the partition wall 51 and the planetary gear mechanism 17 in the axial direction. The brake piston 70 is attached to the cylindrical portion 53 of the partition wall 51 so as to be operable in the axial direction. The brake piston 70 includes a cylindrical portion 71 that extends in the axial direction, and an inward flange portion 72 that is continuous with one end of the cylindrical portion 71 in the axial direction.

  The cylindrical portion 71 of the brake piston 70 configured as described above is disposed so as to surround the outside of the clutch C1 and the hydraulic servo mechanism 66 in the radial direction centering on the axis A1. Further, a hydraulic chamber 73 is formed between the brake piston 70 and the partition wall 51, and a stopper 75 is provided between the brake piston 70 and the clutch drum 55, and between the stopper 75 and the brake piston 70. A return spring 74 is interposed. As described above, the brake B2 and the clutch C1 are constituted by a so-called wet multi-plate clutch (brake). The brake B1 is also a wet multi-plate brake.

  On the other hand, an electronic control unit 34 is provided as a controller for controlling the entire vehicle Ve. The electronic control unit 34 includes a shift position sensor signal, a vehicle speed sensor signal, an acceleration request detection sensor signal, a braking request detection sensor. , A signal of the engine speed sensor, a signal of a sensor for detecting the charge amount of the power storage devices 29 and 31, a signal of a sensor for detecting the speed of the motor / generators 2 and 14, the input speed and output of the transmission 7 A signal from a sensor for detecting the rotation speed is input. On the other hand, the electronic control device 34 outputs a signal for controlling the engine 1, a signal for controlling the motor / generators 2 and 14 via the inverters 30 and 32, a signal for controlling the hydraulic pressure control device 33, and the like. . The hydraulic pressure control device 33 is configured to control the hydraulic pressure for controlling the engagement / release of the clutch C1 and the brakes B1 and B2.

  In the vehicle Ve shown in FIG. 2, when the engine 1 is operated and the engine torque is transmitted to the carrier 13 of the power distribution device 8, the reaction torque is received by the motor / generator 14, and the engine torque becomes the ring gear 11. Is transmitted to. The torque transmitted to the ring gear 11 is transmitted to the wheel 3 via the transmission 7 and the differential 28, and a driving force is generated. In the power distribution device 8, the gear ratio between the carrier 13 as an input element and the ring gear 11 as an output element can be controlled by the differential action of the sun gear 10, the carrier 13 and the ring gear 11. is there. Specifically, the engine speed can be controlled steplessly (continuously) by controlling the output of the motor / generator 14 responsible for the reaction force torque. That is, the power distribution device 8 has a function as a continuously variable transmission. Here, the rotation direction of the motor / generator 14 can be switched between forward and reverse, and the motor / generator 14 is subjected to power running control or regenerative control. It is also possible to control (stop) the rotation speed of the motor / generator 14 to zero.

  Further, the concept of controlling the speed ratio of the power distribution device 8 will be described. In order to improve the fuel consumption of the engine 1, the operating state of the engine 1 and the speed ratio of the power distribution device 8 are cooperatively controlled. is there. For example, the required driving force in the vehicle Ve is obtained based on the acceleration request (accelerator opening) and the vehicle speed. This is obtained from a map prepared in advance, for example. The required output of the engine 1 is calculated from the required driving force and the vehicle speed, and the target engine speed that outputs the required output with the minimum fuel consumption is obtained using the map. Then, the output (torque × rotational speed) of the motor / generator 14 is controlled so that the actual engine rotational speed approaches the target engine rotational speed. In parallel with this control, the opening degree of the electronic throttle valve of the engine 1 is controlled so that the actual engine output approaches the target engine output.

  Further, it is possible to execute control for supplying the electric power of the power storage device 29 to the motor / generator 2 to drive the motor / generator 2 as an electric motor and to transmit the torque of the motor / generator 2 to the wheels 3 via the transmission 7. It is. That is, when torque is transmitted to the wheel 3 to generate driving force, at least one torque of the engine 1 or the motor / generator 2 can be transmitted to the wheel 3, and the torque of any power source or both power sources Whether torque is transmitted is determined based on signals and data input to the electronic control unit 34. On the other hand, when the vehicle Ve travels coastingly, the kinetic energy of the vehicle Ve is transmitted to the engine 1 via the transmission 7 and the power distribution device 8, and an engine braking force is generated. Further, part of the kinetic energy generated when the vehicle Ve is repulsive is transmitted to the motor / generator 2, the regenerative braking force is generated by the motor / generator 2, and the generated electric power is charged in the power storage device 29. Is possible.

Further, the gear ratio of the transmission 7 can be switched by a manual shift operation or automatic shift control, and in the transmission 7, the first speed to the third speed can be selectively switched. The switching of the gear ratio in the transmission 7 will be described based on the chart of FIG. 3 and the alignment chart of FIG. In FIG. 3, “◯” indicates that the engaging device is engaged, and “X” indicates that the engaging device is released. First, when the first speed (1st) is selected, the brake B1 is engaged, and the brake B2 and the clutch C1 are released. Specifically, the hydraulic pressure in the hydraulic chamber 62 is lowered, the clutch piston 60 by the pressing force of the compression coil spring 64 operates to the left in Figure 1, the clutch C1 is released. In parallel with this, the hydraulic pressure in the hydraulic chamber 73 is reduced, the pressing force of the return spring 74 causes the brake piston 71 to move leftward in FIG. 1, and the brake B2 is released. Then, the torque of the intermediate shaft 50 is transmitted to the sun gear 23 of the transmission 7, the carrier 22 is stopped, the ring gear 24 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the first speed is selected, as shown in the collinear diagram of FIG. 4, the rotational speed of the carrier 26 is lower than the rotational speed of the sun gear 23, and the transmission 7 is a so-called reduction gear. And the gear ratio becomes larger than “1”.

Further, when the second speed (2nd) is selected, the brake B2 is engaged, and the brake B1 and the clutch C1 are released. That is, hydraulic pressure is increased brake piston 70 of the hydraulic chamber 73 is operated in the right direction in FIG. 1, the brake B2 is engaged. Then, the torque of the intermediate shaft 50 is transmitted to the sun gear 23, the sun gear 19 becomes a reaction force element, and the carrier 26 becomes an output element. That is, when the second speed is selected, the rotation speed of the carrier 26 is lower than the rotation speed of the sun gear 23, and the transmission 7 functions as a so-called reduction gear, and the transmission gear ratio is “1”. Also grows. Note that the gear ratio when the second speed is selected is smaller than the gear ratio when the first speed is selected.

  Further, when the third speed (3rd) is selected, the clutch C1 is engaged and the brakes B1 and B2 are released. Specifically, the hydraulic pressure in the hydraulic chamber 62 is increased, the clutch piston 60 moves rightward in FIG. 1, and the clutch C1 is engaged. When the third speed is selected, the hydraulic pressure in the hydraulic chamber 63 is also increased by the centrifugal force, and the clutch piston 60 is pressed toward the left side in FIG. 1 by the hydraulic pressure. In this way, a part of the pressing force corresponding to the hydraulic pressure in the hydraulic chamber 62 is canceled by the pressing force corresponding to the hydraulic pressure in the hydraulic chamber 63, and the clutch C1 is engaged with the pressing force corresponding to the difference between the pressing forces. Combined. This is to prevent the hydraulic pressure in the hydraulic chamber 62 from being increased by the centrifugal force and the engagement force of the clutch C1 from being increased too much. In this way, when the third speed is selected, torque is transmitted from the intermediate shaft 50 to the transmission 7, the rotating elements constituting the planetary gear mechanisms 17 and 18 rotate integrally, and the input of the transmission 7 The ratio between the rotational speed and the output rotational speed is “1”. That is, the carrier 22 that functions as the input rotating member of the transmission 7 and the carrier 26 that functions as the output rotating member are directly connected. In the transmission 7 shown in FIG. 2, the third speed is the highest speed stage.

In this embodiment, when the rotational speeds of the ring gear 11 and the motor / generator 2 are higher than the engine rotational speeds shown in the nomogram of FIG. 4, that is, when the power distribution device 8 functions as a speed increasing mechanism. The input rotational speed in the transmission 7 becomes a high rotational speed. On the other hand, in the transmission 7 shown in FIG. 2, the clutch C1 is not engaged at the first speed or the second speed, but is engaged at the third speed. An input rotation speed of this third-speed transmission 7 of the sun gear 23, together are the same as the rotation speed of the carrier 22 integrally rotating with the sun gear 23 Ri by the engagement of the clutch C1, the maximum vehicle speed limit (engine Therefore, the input rotational speed of the transmission 7 does not exceed the predetermined rotational speed. Therefore, the hydraulic pressure in the hydraulic chambers 62 and 63 of the hydraulic servo mechanism 66 provided on the clutch drum 55 that rotates integrally with the carrier 22 can be suppressed as much as possible.

  Therefore, it is possible to prevent the clutch drum 55 and the pistons 60 and 61 from being deformed and the sealing performance of the sealing device that seals the hydraulic chambers 62 and 63 from being liquid-tightly deteriorated. Further, since the expansion (deformation) of the clutch drum 55 in the radial direction can be suppressed, it is possible to suppress the contact amount (the engagement width in the radial direction) between the disk 57 and the clutch drum 55 in the radial direction from decreasing. Thus, the desired performance can be easily obtained with the clutch C1. At the first speed or the second speed, the clutch C1 is disengaged and the rotation speed of the carrier 22 is less than the input rotation speed of the transmission 7, so that the hydraulic pressure in the hydraulic chambers 62, 63 is the centrifugal force. Will not increase. Further, when the third speed is selected, the rotating elements constituting the transmission 7 rotate integrally, and relative rotation between the gears does not occur. Therefore, an increase in meshing loss due to relative rotation between gears can be suppressed.

  An oil passage 65 for supplying pressure oil to the hydraulic chamber 62 is provided in the partition wall 51, and an oil passage 54 </ b> A is provided in the holder 54, and pressure oil is supplied to and discharged from the intermediate shaft 50 to the hydraulic chamber 62. No oil passage is formed. For this reason, a sealing device (such as an O-ring) is provided between the partition wall 51 and the holder 54, but it is not necessary to provide a sealing device between the intermediate shaft 50 and the partition wall 51, and the increase in the number of parts is suppressed. it can. Further, when such a sealing device is provided on the intermediate shaft 50, the power distribution device 8 functions as a speed increasing mechanism, and when the intermediate shaft 50 rotates at a high speed, oil leakage may occur in the sealing device portion. In this embodiment, such inconveniences can be avoided in advance. Further, since the brake piston 70 is arranged so as to cover the outside of the clutch C1 in the radial direction, the arrangement space for components in the axial direction can be reduced, the drive device can be made compact, the overall length can be shortened, and the large size can be reduced. The weight increase can be avoided, and the in-vehicle performance is improved. Further, since the overall length is shortened, it is possible to suppress the occurrence of resonance in the power train.

Here, the correspondence relationship between the configuration shown in FIGS. 1 and 2 and the configuration of the present invention will be described. The engine 1 corresponds to the prime mover of the present invention, and the wheel 3 corresponds to the wheel of the present invention. The power distribution device 6 corresponds to the electric transmission and the first planetary gear mechanism of the present invention, the transmission 7 corresponds to the rotational state switching mechanism of the present invention, and the clutch C1 and the brakes B1 and B2 are The carrier 13 corresponds to the input element of the present invention, the sun gear 10 corresponds to the reaction force element of the present invention, and the ring gear 11 corresponds to the output element of the present invention. The transmission 7 corresponds to the transmission of the present invention, the sun gear 23 and the carrier 22 function as the input rotating member of the present invention, and the carrier 26 functions as the output rotating member of the present invention. The motor / generator 14 corresponds to the reaction force generator in the present invention, and the motor / generator 2 corresponds to the electric motor of the present invention.

  Further, the sun gear 10 corresponds to the first sun gear of the present invention, the ring gear 11 corresponds to the first ring gear of the present invention, the carrier 13 corresponds to the first carrier of the present invention, and the planetary gear mechanism. 17 corresponds to the second planetary gear mechanism of the present invention, the planetary gear mechanism 18 corresponds to the third planetary gear mechanism of the present invention, the sun gear 19 corresponds to the second sun gear of the present invention, The ring gear 20 corresponds to the second ring gear of the present invention, the carrier 22 corresponds to the second carrier of the present invention, the sun gear 23 corresponds to the third sun gear of the present invention, and the ring gear 24 corresponds to this The carrier 26 corresponds to the third carrier of the present invention, the clutch C1 corresponds to the clutch and the high speed engagement device of the present invention, and the brake B1 corresponds to the third ring gear of the present invention. Corresponds to the first brake of the invention, the brake B2 corresponds to the brake and the second brake of the present invention. The hydraulic chambers 62 and 63 correspond to the hydraulic chamber of the present invention, the partition wall 51 corresponds to the partition wall of the present invention, and the brake piston 70 corresponds to the piston of the present invention.

  Next, another configuration example of the hybrid vehicle will be described with reference to FIG. In the configuration shown in FIG. 5, the same components as those shown in FIG. 2 are denoted by the same reference numerals as those in FIG. In the vehicle Ve shown in FIG. 5, a transmission 35 is provided in a power transmission path from the engine 1 to the wheels 3. The transmission 35 has a double-pinion type planetary gear mechanism 36 and a single-pinion type planetary gear mechanism 37 arranged on the same axis. The planetary gear mechanism 36 holds the sun gear 38 and the ring gear 39, the pinion gear 40 meshed with the sun gear 38, the pinion gear 41 meshed with the ring gear 39 and the pinion gear 40, and the pinion gears 40 and 41 so that they can rotate and revolve. And a carrier 42. On the other hand, the planetary gear mechanism 37 includes a sun gear 43 and a ring gear 44, and a carrier 42 that holds the pinion gear 45 meshed with the sun gear 43 and the ring gear 44 so as to rotate and revolve. That is, the carrier 42 is shared by the planetary gear mechanisms 37 and 38. The ring gear 44 is connected to the output rotating member 27, specifically, connected to rotate integrally.

  Further, the ring gear 11 of the power distribution device 8 and the sun gear 43 are connected to rotate integrally, and the ring gear 39 and the ring gear 44 are connected to rotate integrally. In addition, an engagement device is provided for controlling the connection relationship between the rotating elements and the rotation / stopping of the rotating elements. As this engagement device, the clutch C1 for selectively engaging and releasing the carrier 13 and the input shaft 9 of the power distribution device 8 with respect to the carrier 42, and the ring gear 11 and the sun gear 43 are selectively selected with respect to the sun gear 38. A clutch C2 to be engaged / released is provided, a brake B1 for controlling the rotation / stop of the sun gear 38, and a reverse brake BR for controlling the rotation / stop of the carrier 42. As these engagement devices, either a friction type engagement device or a meshing type engagement device may be used. In this embodiment, a case where a friction type engagement device is used will be described. Further, these engaging devices are configured such that the torque capacity is controlled by the hydraulic control device 33.

  Next, specific configurations of the clutch C1 and the brake B1 described above will be described with reference to FIG. In the embodiment of FIG. 6, the intermediate shaft 50 is configured to be hollow, and the input shaft 9 is disposed inside the intermediate shaft 50 so as to be relatively rotatable. An annular holder 76 is rotatably attached to the cylindrical portion 53 of the partition wall 51. A clutch drum 77 that rotates integrally with the holder 76 is provided. The clutch drum 77 is formed in an annular shape, and a plurality of discs 78 are splined to the inner periphery of the clutch drum 77 along the axial direction. These discs 78 are formed in an annular shape. On the other hand, a sleeve 79 that rotates integrally with the intermediate shaft 50 is attached to the outer periphery of the intermediate shaft 50, and the sun gear 43 is formed on the outer periphery of the sleeve 79. An annular clutch hub 80 is integrally connected to the sleeve 79, and the clutch hub 80 extends in the radial direction. A plurality of plates 81 are attached to the outer periphery of the clutch hub 80. A plurality of disks 78 and a plurality of plates 81 are alternately arranged in the axial direction.

  A piston 82 and a stopper 83 are provided between the clutch drum 77 and the holder 76 in the radial direction centered on the axis A1. The pistons 82 and 83 are configured to be operable in the axial direction. A hydraulic chamber 84 is formed between the clutch drum 77 and the piston 82, and a hydraulic chamber 85 is formed between the piston 82 and the stopper 83. Further, a compression coil spring (return spring) 86 is disposed in the hydraulic chamber 85, and the piston 82 is pressed toward the clutch drum 77 in the axial direction. On the other hand, an oil path 87 is provided in the partition wall 51, and an oil path 88 is also provided in the holder 76, and the oil path 87 and the oil path 88 are connected. In this way, the pressure oil is supplied to and discharged from the hydraulic chamber 84 via the oil passage 87 and the oil passage 88. Further, the hydraulic oil is also supplied to and discharged from the hydraulic chamber 85. The clutch C2 is configured by the clutch drum 77, the clutch hub 80, the plate 81, the disk 78, and the like configured as described above. The hydraulic chambers 84 and 85 and the pistons 82 and 83 constitute a hydraulic servo mechanism 89.

  Next, the configuration of the brake B1 will be described. A brake hub 90 that rotates integrally with the sun gear 38 is provided, and the brake hub 90 is formed in an annular shape. A plurality of plates 91 are attached to the outer periphery of the brake hub 90 along the axial direction. On the other hand, a plurality of discs 92 are splined to the inner peripheral surface of the casing 4 in the axial direction. The plates 91 and the disks 92 are alternately arranged in the axial direction. The clutch C2 is disposed between the clutch hub 77 and the brake hub 90 in the axial direction. Further, a brake piston 93 is disposed in the casing 4 between the partition wall 51 and the planetary gear mechanism 36 in the axial direction. The brake piston 93 is attached to the cylindrical portion 53 of the partition wall 51 so as to be operable in the axial direction. The brake piston 93 includes a cylindrical portion 94 that extends in the axial direction, and an inward flange portion 95 that is continuous with one end of the cylindrical portion 94 in the axial direction. The cylindrical portion 94 of the brake piston 93 configured as described above is disposed so as to surround the outside of the clutch C2 and the hydraulic servo mechanism 89 in the radial direction centered on the axis A1. Further, a hydraulic chamber 96 is formed between the brake piston 93 and the partition wall 51, and a stopper 97 is provided between the brake piston 93 and the clutch drum 77, and between the stopper 97 and the brake piston 93. A return spring 98 is interposed. As described above, the brake B1 and the clutch C2 are constituted by a so-called wet multi-plate clutch (brake). Note that the brake BR and the clutch C1 are also constituted by a wet multi-plate brake.

  The relationship between the power distribution device 8 configured as described above and the transmission 35 will be described based on the alignment chart of FIG. The engine 1 is disposed between the motor / generator 2 and the motor / generator 14, and the sun gear 38 and the ring gears 39 and 44 of the transmission 35 are disposed between the engine 1 and the motor / generator 14. Further, ring gears 39 and 44 are disposed between the engine 1 and the sun gear 38. Further, the carrier 42 is disposed at the same position as the engine 1, and the sun gear 43 that rotates integrally with the motor / generator 2 is disposed at the same position.

  In the transmission 35, the forward position and the reverse position (Rev) can be selectively switched to control the power transmission state. At the forward position, the low speed mode (Lo) and the medium speed mode (Mid ) And high-speed mode (Hi) can be selectively switched. Here, the state of the engagement device when the low speed mode, the medium speed mode, and the high speed mode are selected and when the reverse position is selected will be described with reference to FIG. In FIG. 8, “◯” indicates that the engaging device is engaged, and “X” indicates that the engaging device is released. As shown in FIG. 8, when the low speed mode is selected, the brake B1 is engaged and all other engagement devices are released. Specifically, the hydraulic pressure in the hydraulic chamber 96 is increased, the brake piston 93 moves rightward in FIG. 6, and the brake B1 is engaged. Further, the hydraulic pressure in the hydraulic chamber 84 is lowered, and the piston 82 is moved in the left direction in FIG. 6 by the pressing force of the return spring 86, and the clutch C2 is released. If the engine torque is transmitted to the sun gear 43 of the transmission 35 via the power distribution device 8 when the low speed mode is selected, the stopped sun gear 38 is shown as shown in the collinear diagram of FIG. Becomes a reaction force element, and the ring gear 44 becomes an output element. Thus, when the low speed mode is selected, the rotational speed of the ring gear 44 is reduced with respect to the rotational speed of the sun gear 43. That is, the transmission ratio of the transmission 35 is greater than “1”.

  When the medium speed mode is selected, the clutch C1 is engaged and all other engagement devices are released. That is, the hydraulic pressure in the hydraulic chamber 96 is reduced, the brake piston 93 is moved leftward in FIG. 6 by the pressing force of the return spring 98, and the brake B1 is released. Engine torque is input to the carrier 42 of the transmission 35 via the power distribution device 8, the sun gear 43 serves as a reaction force element, and the ring gear 48 serves as an output element. Thus, when the medium speed mode is selected, a line segment indicating the rotation state of the power distribution device 8 and a line segment indicating the rotation state of the transmission 35 on the alignment chart shown in FIG. Overlap. Thus, when the medium speed mode is selected, power is transmitted to the transmission 35 via the two systems of the sun gear 43 and the clutch C1. When the low speed mode is selected, the transmission ratio of the transmission 35 is determined according to the rotation speed of the motor / generator 2. When the medium speed mode is selected, the gear ratio of the transmission 35 is determined based on the rotational speeds of the motor generators 2 and 14 and the engine rotational speed. When the medium speed mode is selected, the gear ratio of the transmission 35 can be arbitrarily adjusted, such as a value larger than “1” or a value smaller than “1”.

  Further, when the high speed mode is selected, the clutch C2 is engaged, all other engagement devices are released, and the rotating elements constituting the transmission 35 are rotated integrally. Specifically, the hydraulic pressure in the hydraulic chamber 84 is increased, the piston 82 moves rightward in FIG. 6, and the clutch C2 is engaged. In this case, the hydraulic pressure in the hydraulic chamber 82 is increased by the centrifugal force, but the hydraulic pressure in the hydraulic chamber 85 is similarly increased to apply a leftward force to the piston 82 in FIG. An excessive pressure can be suppressed. Thus, when the high speed mode is selected, the transmission ratio of the transmission 35 is fixed to “1”. On the other hand, when the reverse position is selected, the reverse brake BR is engaged, the carrier 42 is stopped, and all other engagement devices are released. When engine torque is input to the sun gear 43 of the transmission 35 via the power distribution device 8, the carrier 42 becomes a reaction force element, and the ring gear 48 rotates in the direction opposite to the forward position. In the collinear diagram of FIG. 7, the motor / generator 2 and the sun gear 43 have the same rotational speed in all modes and reverse positions.

  In this embodiment, when the rotational speeds of the sun gear 43 and the motor / generator 2 are higher than the engine rotational speeds shown in the nomograph of FIG. 7, that is, when the power distribution device 8 functions as a speed increasing mechanism. The input rotational speed in the transmission 35 becomes a high rotational speed. On the other hand, in the transmission 7 shown in FIG. 5, the clutch C2 is not engaged in the low speed mode and the medium speed mode, but is engaged in the high speed mode. In this high speed mode, the input rotational speed of the transmission 35 is the same as the rotational speed of the sun gear 38 that is rotated by the engagement of the clutch C2, and the maximum vehicle speed is limited (the engine rotational speed may be a predetermined rotational speed or more). Therefore, the input rotational speed of the transmission 35 does not exceed a predetermined rotational speed. Therefore, the hydraulic pressure in the hydraulic chambers 84 and 85 of the hydraulic servo mechanism 89 provided in the clutch drum 77 that rotates integrally with the sun gear 38 can be suppressed as much as possible. Therefore, it is possible to prevent the clutch drum 77 and the pistons 82 and 83 from being deformed and the sealing performance of the sealing device that seals the hydraulic chambers 84 and 85 from being liquid-tight is lowered.

Also, since it is possible to prevent the clutch drum 77 is expanded (deformed) radially contact width between the disk 78 and the clutch drum 77 in the radial direction (radial direction of the mesh width) can be prevented from decreasing. Thus, the desired performance can be easily obtained with the clutch C2. In the low speed mode or the medium speed mode, the clutch C2 is disengaged and the rotational speed of the clutch drum 77 is less than the input rotational speed of the transmission 35, so the hydraulic pressure in the hydraulic chambers 84 and 85 does not increase. Further, when the high speed mode is selected, the rotating elements constituting the transmission 35 rotate integrally, and relative rotation between the gears does not occur. Therefore, an increase in meshing loss due to relative rotation between gears can be suppressed.

  An oil passage 87 for supplying pressure oil to the hydraulic chamber 84 is provided in the partition wall 51, and an oil passage 88 is provided in the holder 76, and pressure oil is supplied to and discharged from the intermediate chamber 50 to the hydraulic chamber 84. No oil passage is formed. For this reason, a sealing device (such as a seal ring) is provided between the partition wall 51 and the holder 76, but it is not necessary to provide a sealing device between the intermediate shaft 50 and the partition wall 51, thereby suppressing an increase in the number of parts. it can. Further, when such a sealing device is provided on the intermediate shaft 50, the power distribution device 8 functions as a speed increasing mechanism, and when the intermediate shaft 50 rotates at a high speed, oil leakage may occur in the sealing device portion. In this embodiment, such inconveniences can be avoided in advance. Furthermore, since the brake piston 93 is arranged so as to cover the outside of the clutch C2 in the radial direction, the arrangement space for the parts in the axial direction can be reduced, the drive device can be made compact, the overall length can be shortened, and the large The weight increase can be avoided, and the in-vehicle performance is improved. Further, since the overall length is shortened, it is possible to suppress the occurrence of resonance in the power train.

  The correspondence relationship between the configuration shown in FIGS. 5 and 6 and the configuration of the present invention will be described. The transmission 35, the clutches C1 and C2, and the brakes B1 and BR correspond to the rotational state switching mechanism of the present invention. The clutches C1, C2 and the brakes B1, BR correspond to a plurality of engagement devices of the present invention, and the low speed mode, the medium speed mode, and the high speed mode correspond to a plurality of modes in the present invention. The planetary gear mechanism 36 corresponds to the double pinion type planetary gear mechanism of the present invention, the planetary gear mechanism 37 corresponds to the single pinion type planetary gear mechanism of the present invention, and the sun gear 38 corresponds to the second gear of the present invention. The ring gear 39 corresponds to the sun gear, the ring gear 39 corresponds to the second ring gear of the present invention, the pinion gear 40 corresponds to the first pinion gear of the present invention, the pinion gear 41 corresponds to the second pinion gear of the present invention, The carrier 42 corresponds to the second carrier and the third carrier of the present invention, the sun gear 43 corresponds to the third sun gear of the present invention, the ring gear 44 corresponds to the third ring gear of the present invention, Clutch C1 corresponds to the first clutch of the present invention, clutch C2 corresponds to the second clutch of the present invention, and brake B1 corresponds to the first clutch of the present invention. It corresponds to the brake, reverse brake BR is equivalent to the reverse brake of the present invention. The hydraulic chambers 84 and 85 correspond to the hydraulic chamber according to the present invention, the partition wall 51 corresponds to the partition wall according to the present invention, the brake B1 corresponds to the brake according to the present invention, and the brake piston 93 corresponds to the brake according to the present invention. Corresponds to a piston.

  The rotation state switching mechanism (transmission 7 and each engagement device) described based on FIG. 2 and the mode switching mechanism (transmission 35 and each engagement device) as the rotation state switching mechanism shown in FIG. 2, in the example shown in FIG. 2, when the engine torque is transmitted to the transmission 7, the power always passes (directly) through the input element and the output element of the power distribution device 8. In the example of FIG. 5, it is possible to select a medium speed mode in which engine torque can be circulated in combination with the power distribution device 8 and transmitted to the transmission 35 without directly passing through the input element and output element of the power distribution device 8. Is different. Further, as shown in FIG. 4, the power distribution device 8 and the transmission 7 shown in FIG. 2 are configured such that the rotational elements of the transmission 7 are not located between the rotational elements of the power distribution device 8 and the power distribution is performed. The rotating element of the device 8 is not located between the rotating elements of the transmission 7. On the other hand, in the case of the power distribution device 8 and the transmission 35 shown in FIG. 5, as shown in FIG. 7, the rotation element of the transmission 35 is located between the rotation elements of the power distribution device 8 in the medium speed mode. The location is different. As the prime mover, an electric motor, a hydraulic motor, or the like can be used instead of the engine. In addition, a hydraulic motor or the like can be used as the electric motor. Further, it is possible to use a hydraulic motor or the like as the reaction force generator. Furthermore, an electric transmission is a transmission in which a gear ratio is controlled by controlling an output of an electric motor.

  In the present invention, “the hydraulic chamber for controlling engagement / release of the high speed engagement device is provided in the input rotary member” means that the input rotary member itself or a member that rotates integrally with the input rotary member. It means that a hydraulic servo mechanism and a hydraulic chamber are provided. In the present invention, various rotating elements and rotating members are members that transmit power or are fixed members, and include mechanical parts such as gears, carriers, rotating members, shafts, hubs, and connecting drums. Further, in the present invention, “different power transmission states” means that power transmission paths are different, gear ratios are different, gear ratio control ranges are different, and engagement / release states of a plurality of engagement devices are different. The meaning of different things is included. Furthermore, in the engagement device of the present invention, a band-type brake can be used instead of the wet multi-plate brake.

It is sectional drawing which shows the principal part of the vehicle drive device of this invention. It is a conceptual diagram which shows the whole structure of the vehicle drive device of this invention. FIG. 3 is a chart showing a relationship between a gear position of the transmission shown in FIG. 2 and engagement / release control of an engagement device. FIG. 3 is a collinear diagram showing a state of rotating elements constituting the power distribution device and the transmission shown in FIG. 2. It is a conceptual diagram which shows the other structure of the vehicle drive device of this invention. It is sectional drawing which shows the principal part of the drive device for vehicles shown by FIG. FIG. 6 is a collinear diagram showing a state of rotating elements constituting the power distribution device and the transmission shown in FIG. 5. 6 is a chart showing a relationship between a gear position of the transmission shown in FIG. 5 and engagement / release control of the engagement device.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Wheel, 6 ... Power distribution device, 7, 35 ... Transmission, 10, 19, 23, 38 ... Sun gear, 11, 20, 24, 39 ... Ring gear, 13, 22, 26, 42 ... Carrier 17, 18, 36, 37 ... planetary gear mechanism, 40, 41 ... pinion gear, 51 ... partition wall, 62, 63, 84, 85 ... hydraulic chamber, 70, 93 ... brake piston, C1, C2 ... clutch, B1, B2 , BR ... brake, Ve ... vehicle.

Claims (10)

An electric transmission is provided in the power transmission path from the prime mover to the wheels, and a mechanically configured rotational state switching mechanism is provided on the downstream side of the electric transmission in the power transmission path. The rotation state switching mechanism controls a power transmission state and has a plurality of engagement devices to be engaged / released.
The plurality of engagement devices include a high-speed engagement device that is engaged at a high speed. The high-speed engagement device includes an output element of the electric transmission and a rotation state switching mechanism. A hydraulic chamber for controlling the engagement / release of the high-speed engagement device is provided in the input rotation member, and has a configuration for engaging / releasing the input rotation member.
The rotation state switching mechanism includes a transmission capable of changing a gear ratio between the input rotation member and the output rotation member, and the gear ratio is controlled by switching engagement / release of the engagement device. Has a configuration,
The electric transmission includes a first planetary gear mechanism. The first planetary gear mechanism includes a first sun gear and a first ring gear that are coaxially arranged, a first sun gear, and a first sun gear. A first carrier that holds a pinion gear meshed with one ring gear, the first carrier corresponds to the input element, the first ring gear corresponds to the output element, and the first carrier 1 sun gear corresponds to the reaction force element,
The transmission includes a second planetary gear mechanism and a third planetary gear mechanism arranged on the same axis, and the second planetary gear mechanism includes a second sun gear and a second ring gear, And a second carrier that holds a pinion gear meshed with the second sun gear and the second ring gear, and the third planetary gear mechanism includes a third sun gear and a third ring gear, 3 sun gear and a third carrier for holding a pinion gear meshed with the third ring gear, the first ring gear and the third sun gear are connected, and the second ring gear and the second gear are connected to each other. 3 carrier, the second carrier and the third ring gear are connected, and the third carrier corresponds to an output rotation member of the transmission,
The engagement device includes a clutch that selectively engages / releases the first ring gear and the third sun gear with respect to the second carrier, and the second carrier and the third ring gear. Including a first brake for selectively switching between rotation and stop and a second brake for selectively switching between rotation and stop of the second sun gear, wherein the clutch is the high-speed engagement device. A vehicle drive device. An electric transmission is provided in the power transmission path from the prime mover to the wheels, and a mechanically configured rotational state switching mechanism is provided on the downstream side of the electric transmission in the power transmission path. The rotation state switching mechanism controls a power transmission state and has a plurality of engagement devices to be engaged / released.
The plurality of engagement devices include a high-speed engagement device that is engaged at a high speed. The high-speed engagement device includes an output element of the electric transmission and a rotation state switching mechanism. A hydraulic chamber for controlling the engagement / release of the high-speed engagement device is provided in the input rotation member, and has a configuration for engaging / releasing the input rotation member.
The rotation state switching mechanism includes a mode switching mechanism capable of selectively switching a plurality of modes having different power transmission states by controlling engagement / release of the engagement device,
The electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism includes a first sun gear and a first ring gear arranged on the same axis, the first sun gear, A first carrier that holds a pinion gear meshed with a first ring gear, the first carrier corresponds to the input element, the first ring gear corresponds to the output element, and The first sun gear corresponds to the reaction force element,
The mode switching mechanism includes a double pinion type planetary gear mechanism and a single pinion type planetary gear mechanism arranged on the same axis, and the double pinion type planetary gear mechanism includes a second sun gear and a second ring gear. The first pinion gear meshed with the second sun gear, the second pinion gear meshed with the second ring gear and the first pinion gear, and the second pinion gear holding the first pinion gear and the second pinion gear. The single pinion type planetary gear mechanism includes a third sun gear and a third ring gear, and a third pinion gear meshed with the third sun gear and the third ring gear. A carrier, and the wheel is connected to the third ring gear so as to transmit power,
The first ring gear and the third sun gear are connected, the second ring gear and the third ring gear are connected, and the second carrier and the third carrier are connected;
The plurality of engagement devices include: a first clutch that selectively engages / releases the first carrier with respect to the third carrier; the first ring gear and the third sun gear; A second clutch that selectively engages and disengages the second sun gear; a first brake that selectively switches rotation / stop of the second sun gear; and the second carrier and the third And a reverse brake that selectively switches rotation and stop of the carrier, wherein the second clutch is the high-speed engagement device. An electrical transmission is provided in a power transmission path from the prime mover to the wheels, and a rotational state that is mechanically configured and has an input rotation member and an output rotation member on the downstream side of the electric transmission in the power transmission path A switching mechanism is provided, and the rotation state switching mechanism has a plurality of engagement devices that are engaged / released to control a gear ratio between the input rotation member and the output rotation member. In the vehicle drive device,
The input rotation member includes a high-speed input rotation member that receives power from the electric transmission and sets the rotation state switching mechanism in a high speed state.
The plurality of engagement devices, includes an engagement-released to high speed engagement device and the input rotary member for said output element of said electrical transmission fast,
The rotation state switching mechanism engages with the high speed engagement device at high speeds so that the rotation state switching mechanism rotates as a whole so that the rotation state switching mechanism rotates as a whole. An input rotation member is connected to control a gear ratio between the input rotation member and the output rotation member, and the rotation speed of the input rotation member is equal to or higher than a predetermined rotation speed at the high speed. Configured to restrict,
A vehicle drive device, wherein a hydraulic chamber for controlling engagement / release of the high speed engagement device is provided in a high speed input rotation member of the rotation state switching mechanism .   The rotation state switching mechanism includes a transmission capable of changing a gear ratio between the input rotation member and the output rotation member, and the gear ratio is controlled by switching engagement / release of the engagement device. The vehicle drive device according to claim 3, having a configuration. The electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism includes a first sun gear and a first ring gear arranged on the same axis, the first sun gear, A first carrier that holds a pinion gear meshed with a first ring gear, the first carrier corresponds to the input element, the first ring gear corresponds to the output element, and The first sun gear corresponds to the reaction force element,
The planetary gear mechanism of the transmission includes a second planetary gear mechanism and a third planetary gear mechanism arranged on the same axis, and the second planetary gear mechanism includes a second sun gear and a second planetary gear mechanism. A ring gear, and a second carrier that holds the second sun gear and a pinion gear meshed with the second ring gear, and the third planetary gear mechanism includes a third sun gear and a third ring gear. And a third carrier for holding a pinion gear meshed with the third sun gear and the third ring gear, wherein the first ring gear and the third sun gear are connected, and the second A ring gear and a third carrier are connected, the second carrier and the third ring gear are connected, and the third carrier corresponds to an output rotation member of the transmission,
The engagement device includes a clutch that selectively engages / releases the first ring gear and the third sun gear with respect to the second carrier, and the second carrier and the third ring gear. A first brake that selectively switches between rotation and stop, and a second brake that selectively switches between rotation and stop of the second sun gear, wherein the clutch is the high-speed engagement device. The vehicle drive device according to claim 4, wherein   The rotation state switching mechanism includes a mode switching mechanism capable of selectively switching a plurality of modes having different power transmission states by controlling engagement / release of the engagement device. The vehicle drive device described in 1. The electric transmission includes a first planetary gear mechanism, and the first planetary gear mechanism includes a first sun gear and a first ring gear arranged on the same axis, the first sun gear, A first carrier that holds a pinion gear meshed with a first ring gear, the first carrier corresponds to the input element, the first ring gear corresponds to the output element, and The first sun gear corresponds to the reaction force element,
The mode switching mechanism includes a double pinion type planetary gear mechanism and a single pinion type planetary gear mechanism arranged on the same axis, and the double pinion type planetary gear mechanism includes a second sun gear and a second ring gear. The first pinion gear meshed with the second sun gear, the second pinion gear meshed with the second ring gear and the first pinion gear, and the second pinion gear holding the first pinion gear and the second pinion gear. The single pinion type planetary gear mechanism includes a third sun gear and a third ring gear, and a third pinion gear meshed with the third sun gear and the third ring gear. A carrier, and the wheel is connected to the third ring gear so as to transmit power,
The first ring gear and the third sun gear are connected, the second ring gear and the third ring gear are connected, and the second carrier and the third carrier are connected;
The engagement device includes: a first clutch that selectively engages / releases the first carrier with respect to the third carrier; the first ring gear and the third sun gear; A second clutch that selectively engages / releases the sun gear, a first brake that selectively switches rotation / stop of the second sun gear, and the second carrier and the third carrier. The vehicle drive device according to claim 6, further comprising a reverse brake that selectively switches between rotation and stop, wherein the second clutch is the high-speed engagement device.   An electric motor connected to the rotational state switching mechanism so as to be able to transmit power is provided, and the electric motor and the rotational state switching mechanism are arranged coaxially, and the motor and the rotational state switching mechanism are arranged in the axial direction. A partition is provided in between, and the engagement device includes a brake for controlling rotation / stop of the rotation member constituting the rotation state control mechanism, and the brake includes a piston operating in the axial direction. The piston is attached to the partition wall, and the piston is configured to cover the outside of the high-speed engagement device in a radial direction orthogonal to the axial direction. The vehicle drive device according to any one of claims 3 to 7.   The high speed engagement device is included in the engagement device, which is engaged when a power transmission state in which a speed ratio of the rotation state switching mechanism is minimized is included. The vehicle drive device according to 4 or 5.   The electric transmission has an input element, a reaction force element, and an output element that can be differentially rotated with each other, the input element is connected to the prime mover, and the reaction force element is a reaction force generator. Connected, the output element is connected to the electric motor and the rotation state switching mechanism, and by controlling the output of the reaction force generator, between the input element and the output element in the electric transmission The vehicle drive device according to any one of claims 3 to 9, wherein the gear ratio is configured to be steplessly controllable.

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