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WO2010070707A1 - ハイブリット車両の動力伝達装置 - Google Patents

ハイブリット車両の動力伝達装置 Download PDF

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Publication number
WO2010070707A1
WO2010070707A1 PCT/JP2008/003831 JP2008003831W WO2010070707A1 WO 2010070707 A1 WO2010070707 A1 WO 2010070707A1 JP 2008003831 W JP2008003831 W JP 2008003831W WO 2010070707 A1 WO2010070707 A1 WO 2010070707A1
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WO
WIPO (PCT)
Prior art keywords
speed
input shaft
shaft
power
transmission device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2008/003831
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English (en)
French (fr)
Inventor
康二 芝端
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to US13/132,533 priority Critical patent/US20110239820A1/en
Priority to EP08878875.7A priority patent/EP2368739A4/en
Priority to JP2010542744A priority patent/JP5312481B2/ja
Priority to PCT/JP2008/003831 priority patent/WO2010070707A1/ja
Publication of WO2010070707A1 publication Critical patent/WO2010070707A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19126—Plural drivers plural driven

Definitions

  • the present invention relates to a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor.
  • this type of power transmission device includes a first transmission unit that establishes a plurality of shift stages and a second transmission unit that establishes a plurality of shift stages different from the first transmission unit.
  • the input shaft of the first transmission means and the power shaft of the internal combustion engine are connected and disconnected, and the input shaft of the second transmission means and the power shaft of the internal combustion engine are connected and disconnected by the second clutch.
  • a power shaft of an electric motor is connected to an input shaft of the means (see, for example, Japanese Patent Laid-Open No. 2002-89594).
  • the power of the internal combustion engine can be selectively input to one of the first speed change means and the second speed change means.
  • the speed change means to which the power shaft is connected the power of the electric motor can be added to the power of the internal combustion engine.
  • the input shaft of each transmission means and the input shaft of the second transmission means are selected and the power shaft of the internal combustion engine is connected, the structure becomes complicated due to the arrangement of each transmission means and both clutches. There was a limit to downsizing.
  • the first speed change means for establishing a plurality of shift speeds by connecting the power shaft of the internal combustion engine to the second speed change means for establishing a single speed change speed (low speed speed) for the power shaft of the motor.
  • a power transmission device that is connected via a cable (see JP 2008-143260 A).
  • the power of the electric motor is transmitted only at a single shift stage. Therefore, the electric motor provided in the power transmission device according to this configuration needs to be able to generate a large torque at a low speed and be able to withstand a high rotational speed at a high speed. I can't.
  • the present invention can be configured to be lightweight and compact by enabling simplification of the configuration of the transmission means that establishes a plurality of shift speeds and reducing the size of the electric motor.
  • An object is to provide a power transmission device for a hybrid vehicle.
  • the present invention relates to a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor.
  • the first transmission means has a first input shaft connected to the power shaft of the internal combustion engine and establishes a plurality of shift stages, and the electric motor.
  • a second input shaft having a second input shaft connected to the power shaft, and establishing a plurality of shift stages different from the first speed change device, the first input shaft and the second input shaft being separable.
  • connecting means for shifting the power of the internal combustion engine through the first input shaft by the second speed change means is characterized in that the power of the internal combustion engine can be changed by the second transmission means via the first input shaft.
  • the power of the motor can be output from the output shaft via the shift stage of the second speed change means, the output of the motor can be kept relatively small while obtaining sufficient power, and the motor can be made compact.
  • the connecting means can be By connecting the first speed change means and the second speed change means by the connecting means, the second speed change means can be used from the internal combustion engine side via the first input shaft.
  • the configuration can be simplified, and the power transmission device can be configured to be lightweight and compact.
  • a single output shaft is provided for outputting both rotations of the respective gears of the first transmission unit and rotations of the respective gears of the second transmission unit. According to this, since the output shaft is shared by the first speed change means and the second speed change means, the number of parts is reduced as compared with the case where the output shaft is provided for each of the first speed change means and the second speed change means. The structure is simple and the manufacturing cost can be reduced.
  • any one of the shift speeds by the second speed change means is a lower speed stage than any of the speed change speeds by the first speed change means. According to this, the torque of the electric motor can be increased at a low speed, and the electric motor can be miniaturized, so that the power transmission device can be made compact.
  • any one of the shift speeds by the second speed change means is a higher speed than any of the shift speeds by the first speed change means. According to this, even when the vehicle is driven at high speed by the power of the motor, the rotational speed of the power shaft of the motor can be made relatively low, and the motor can be downsized by reducing the maximum rotational speed of the motor. Therefore, the power transmission device can be configured compactly.
  • At least one of the first transmission unit and the second transmission unit may be configured by a continuously variable transmission mechanism such as CVT (Continuously variable transmission) that continuously establishes each shift stage. it can.
  • CVT Continuously variable transmission
  • the CVT cannot supply a sufficient output to a region where a large torque is generated.
  • the first transmission means to which the power of the internal combustion engine is input and the second transmission means to which the power of the motor is input. Can be supplied together with the output of the electric motor and the output of the internal combustion engine, and the shortage of output in the large torque region can be compensated.
  • the drive by the electric motor can be maintained even for the momentary idling (coasting) when the accelerator is off, it is possible to easily maintain the speed against the load fluctuation.
  • the first transmission means is constituted by a rotation transmission element having a plurality of gears corresponding to each shift stage, and the rotation between the gears according to the number of rotations transmitted to the rotation transmission element. It is preferable to provide a one-way clutch that performs transmission and release thereof.
  • a one-way clutch of the rotation transmission element is provided between the gear and a support shaft (for example, the first input shaft or the output shaft) that supports the gear. According to this, for example, when the gear and the support shaft are connected by the one-way clutch at the high speed side gear stage at the time of upshifting, the support shaft is rotated at a high speed due to the speed change effect, and the low speed side gear stage. Thus, the connection between the gear and the support shaft by the one-way clutch is automatically released. Thereby, the shift time can be shortened.
  • the rotation transmission to the internal combustion engine via the rotation transmission element of the first transmission means is a one-way clutch. Therefore, efficient regenerative braking by the electric motor can be performed without using the engine brake.
  • the rotation transmission element is provided with a lock mechanism for maintaining the one-way clutch of the rotation transmission element in the rotation transmission state, so that the lock mechanism is activated when regeneration of the motor is not required during deceleration.
  • the engine brake can be used.
  • FIG. 1 schematically shows a power transmission device for a hybrid vehicle according to a first embodiment of the present invention.
  • the power transmission device of this embodiment includes an engine 1 (internal combustion engine) and an electric motor 2 (motor / generator) as driving sources.
  • the power transmission device includes a first input shaft 3, a second input shaft 4, and an output shaft 5 that are freely rotatable.
  • the first input shaft 3 and the second input shaft 4 are disposed on the same axis line, and the output shaft 5 is disposed in parallel with the first input shaft 3 and the second input shaft 4.
  • the first input shaft 3 is arranged and extends on the same axis as the engine power shaft 6 from which the power rotation from the engine 1 is output, and is between the first input shaft 3 and the engine power shaft 6.
  • a friction engagement clutch 7 is provided. The clutch 7 connects and releases the engine power shaft 6 and the first input shaft 3.
  • first input shaft 3 serves as a gear support shaft, and supports the second speed drive gear 8 and the third speed drive gear 9 coaxially in order from the engine 1 side (in order from the right side in FIG. 1), and further supports the fourth speed drive gear. 10 is rotatably supported coaxially.
  • the second input shaft 4 is formed integrally with a power shaft that outputs power rotation from the electric motor 2.
  • the second input shaft 4 is fixedly supported coaxially by the first speed drive gear 11 and the fifth speed drive gear 12 as a gear support shaft in order from the electric motor 2 side (in order from the left side in FIG. 1).
  • the first input shaft 3 is provided with first connection means 13 by a synchromesh mechanism.
  • the first connecting means 13 is a state in which the 4-speed drive gear 10 is connected and fixed to the first input shaft 3, and a state in which the first input shaft 3 and the second input shaft 4 are connected via the 5-speed drive gear 12. Further, in the neutral position, both the 4-speed drive gear 10 and the 5-speed drive gear 12 (second input shaft 4) are disconnected from the first input shaft 3.
  • the output shaft 5 serves as a gear support shaft.
  • the first speed driven gear 14 meshes with the first speed drive gear 11, the fifth speed driven gear 15 meshes with the fifth speed drive gear 12, and the fourth speed meshes with the fourth speed drive gear 10. It supports a driven gear 16, a third speed driven gear 17 that meshes with the third speed drive gear 9, and a second speed driven gear 18 that meshes with the second speed drive gear 8, and further supports a final reduction drive gear 19. ing.
  • the 4-speed driven gear 16 and the final reduction drive gear 19 are fixedly supported by the output shaft 5, and the other driven gears 14, 15, 17, 18 are rotatably supported.
  • the final reduction drive gear 19 meshes with the final reduction driven gear 21 of the differential gear mechanism 20 and drives the drive shaft 22 of the vehicle via the differential gear mechanism 20.
  • the output shaft 5 is provided with a second connecting means 23 between the first-speed driven gear 14 and the fifth-speed driven gear 15, and a third connection is provided between the second-speed driven gear 18 and the third-speed driven gear 17.
  • Means 24 are provided.
  • the second connecting means 23 is switched between a state in which the first-speed driven gear 14 is connected and fixed to the output shaft 5 and a state in which the fifth-speed driven gear 15 is connected and fixed to the output shaft 5, and further, the first-speed driven gear 23 is driven in the neutral position. Both the gear 14 and the 5-speed driven gear 15 are disconnected from the output shaft 5.
  • the third connecting means 24 is switched between a state in which the second-speed driven gear 18 is connected and fixed to the output shaft 5 and a state in which the third-speed driven gear 17 is connected and fixed to the output shaft 5, and in the neutral position. Both the second speed driven gear 18 and the third speed driven gear 17 are separated from the output shaft 5.
  • Each rotation transmission element by each gear of the driven gear 16 constitutes the first speed change means in the present invention for establishing the second speed stage II, the third speed stage III, and the fourth speed stage IV.
  • each rotation transmission element by each gear of the first speed drive gear 11, the first speed driven gear 14, the fifth speed drive gear 12, and the fifth speed driven gear 15 that transmits the rotation between the second input shaft 4 and the output shaft 5 is as follows.
  • the second speed change means in the present invention for establishing the first speed L and the fifth speed V is configured.
  • the first connecting means 13 corresponds to the connecting means of the present invention, and connects and disconnects the first input shaft 3 and the second input shaft 4 via the fifth speed drive gear 12 to thereby change the first speed change.
  • the means and the second speed change means are connected and disconnected.
  • the first speed L is established by setting the third connecting means 24 in the neutral position and connecting and fixing the first speed driven gear 14 to the output shaft 5 by the second connecting means 23. At this time, if the second input shaft 4 is separated from the first input shaft 3 with the first connecting means 13 in the neutral position, the drive by only the electric motor 2 can be performed. Further, if the first input shaft 3 is connected to the second input shaft 4 by the first connecting means 13, it is possible to drive with both the electric motor 2 and the engine 1. When driving with both the electric motor 2 and the engine 1, the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7.
  • the second speed stage II is established by setting the second connecting means 23 to the neutral position and connecting and fixing the second speed driven gear 18 to the output shaft 5 by the third connecting means 24.
  • the second input shaft 4 is connected to the first input shaft 3 by the first connecting means 13, and the engine power shaft 6 and the first input shaft 3 are disconnected by the clutch 7, the drive by the electric motor 2 alone is performed. It can be performed. Further, if the first input shaft 3 is disconnected from the second input shaft 4 with the first connecting means 13 in the neutral position and the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7, only the engine 1 is used. Drive can be performed. If the second input shaft 4 is connected to the first input shaft 3 by the first connecting means 13 and the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7, the motor 2 and the engine 1 Both of them can be driven.
  • Rotational driving force from the first input shaft 3 is transmitted to the output shaft 5 through the second speed drive gear 8 and the second speed driven gear 18 meshing with the second speed drive gear 8.
  • the driving force generated by the second speed stage II is output to the drive shaft 22 via the final reduction drive gear 19 and the final reduction driven gear 21.
  • the third speed stage III is established by setting the second connecting means 23 to the neutral position and connecting and fixing the third speed driven gear 17 to the output shaft 5 by the third connecting means 24.
  • the second input shaft 4 is connected to the first input shaft 3 by the first connecting means 13, and the engine power shaft 6 and the first input shaft 3 are disconnected by the clutch 7, the drive by the electric motor 2 alone is performed. It can be performed. If the first input shaft 3 is disconnected from the second input shaft 4 with the first connecting means 13 in the neutral position, and the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7, only the engine 1 is used. Drive can be performed. If the second input shaft 4 is connected to the first input shaft 3 by the first connecting means 13 and the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7, the motor 2 and the engine 1 Both of them can be driven.
  • Rotational driving force from the first input shaft 3 is transmitted to the output shaft 5 through the third speed driving gear 9 and the third speed driven gear 17 meshing with the third speed driving gear 9.
  • the driving force by the third speed stage III is output to the drive shaft 22 via the final reduction drive gear 19 and the final reduction driven gear 21.
  • the fourth speed stage IV is established by setting the second connecting means 23 and the third connecting means 24 to the neutral position and connecting and fixing the fourth speed drive gear 10 to the first input shaft 3 by the first connecting means 13.
  • the engine 7 is connected to the engine power shaft 6 and the first input shaft 3 by the clutch 7 and is driven only by the engine 1.
  • the fifth speed V is established by setting the third connecting means 24 in the neutral position and connecting and fixing the fifth speed driven gear 15 to the output shaft 5 by the second connecting means 23. At this time, if the second input shaft 4 is separated from the first input shaft 3 with the first connecting means 13 in the neutral position, the drive by only the electric motor 2 can be performed.
  • the first input shaft 3 is connected to the second input shaft 4 by the first connecting means 13, and the engine power shaft 6 and the first input shaft 3 are connected by the clutch 7, whereby the electric motor 2 and the engine 1 are connected. It is possible to drive with both.
  • the above-described five shift speeds (1st speed L, 2nd speed II, 3rd speed III, 4th speed IV, 5th speed V) are different from those of the electric motor 2 according to the start and running state of the vehicle. It is used by switching or combining the power with the engine 1.
  • the power of the electric motor 2 can be output from the output shaft 5 via each shift stage of the second speed change means, so that the output of the electric motor 2 can be suppressed to a relatively small value. It can be downsized. Further, by connecting the first speed change means and the second speed change means by the first connecting means 13, the second speed change means can be used from the engine 1 side, so the configuration of the first speed change means is simplified. can do.
  • the speed stage established by the element (second speed change means) between the second input shaft 4 and the output shaft 5 to which the power of the electric motor 2 is input is changed to the first speed stage L and Since the fifth speed V is set to a lower speed and a higher speed than the speed established by the element (first transmission means) between the first input shaft 3 and the output shaft 5, the electric motor 2 at low speed is set. Torque can be increased and the maximum rotational speed of the electric motor 2 can be reduced, and the electric motor 2 can be further downsized.
  • the output shaft 5 is shared by the first transmission means including the first input shaft 3 and the second transmission means including the second input shaft 4, the output is provided to each of the first transmission means and the second transmission means.
  • the number of parts can be reduced, the structure can be simplified, and the manufacturing cost can be reduced.
  • the power transmission device can be made compact.
  • a third speed drive gear 9 can be provided on the second input shaft 4 and a fifth speed drive gear 12 can be provided on the first input shaft 3, or FIG.
  • a first speed drive gear 11, a third speed drive gear 9, and a fifth speed drive gear 12 are provided on the second input shaft 4, and a second speed drive gear 8 is provided on the first input shaft 3.
  • a four-speed drive gear 10 can also be provided.
  • the first connecting means 13 is provided on the second input shaft 4 side, and the first input means 3 is connected to the first input shaft 3 by the first connecting means 13 via the four-speed drive gear 10.
  • the fifth speed driven gear 12 can be connected to the output shaft 5 by the fourth connecting means 31.
  • a driving gear and a driven gear of 6th speed or higher can be additionally provided to increase the number of gears.
  • a one-way clutch may be provided in each of the first connecting means 13 and the third connecting means 24. That is, the first connecting means 13 is divided into two parts, that is, the fifth speed drive gear 12 side and the fourth speed drive gear 10 side, and one-way clutches 25a and 25b are interposed between the first connection means 13 and the first input shaft 3, respectively. Set up. Similarly, the third connecting means 24 is divided into two parts, the second speed drive gear 8 side and the third speed drive gear 9 side, and one-way clutches 26a and 26b are interposed between the third connection means 24 and the first input shaft 3, respectively. Set up. By doing so, the shift time can be shortened. Specifically, for example, in the case of the configuration shown in FIG.
  • the positions of the third speed driving gear 9 and the fourth speed driving gear 10 are interchanged with respect to the configuration shown in FIG.
  • One-way clutches 27 and 28 are provided without dividing the connecting means 24.
  • the third-speed drive gear 9 can be fixed to the first input shaft 3 by the dog-tooth clutch 32 and the engine brake can be used in the third speed III.
  • the state in which the third-speed drive gear 9 is fixed to the first input shaft 3 by the dog-tooth clutch 32 is the same as locking the one-way clutch 27 when the first connecting means 13 is connected to the third-speed drive gear 9. State.
  • the clutch 7 between the first input shaft 3 and the engine power shaft 6 is eliminated, and the first input shaft 3 and the engine shown in FIG.
  • the power shaft 6 may be integrally connected. According to this, not only the clutch 7 but also parts such as an actuator for operating the clutch 7 can be reduced, and a more lightweight and compact configuration can be achieved.
  • a third speed drive gear 9 is provided on the second input shaft 4, and a fifth speed drive gear 12 is provided on the first input shaft 3 adjacent to the third speed drive gear 9.
  • the second speed drive gear 8 and the fourth speed drive gear 10 are integrally connected to be supported on the first input shaft 3 via the one-way clutch 29, and the five-speed driven gear 15 is connected to the output shaft 5 with the one-way clutch 30.
  • the second input shaft 4 is hollow and the first input shaft 3 is penetrated inside.
  • the second input shaft 4 can be supported by the first input shaft 3, and the number of parts of the bearing member can be reduced to achieve a lightweight and compact configuration. Can do.
  • the first transmission shaft 3 and the output shaft 5 are used as the first transmission means and a plurality of gears that transmit the rotation therebetween, and the second input is used as the second transmission means.
  • the rotation transmission element using the shaft 4 and the output shaft 5 and a plurality of gears for transmitting rotation between them is shown, either or both of the first transmission means and the second transmission means are used as the rotation transmission elements.
  • a continuously variable transmission mechanism such as CVT may be employed.
  • the present invention can be suitably used as a power transmission device for a hybrid vehicle because the present invention simplifies the configuration of the speed change means that establishes a plurality of shift speeds, reduces the size of the electric motor, and can be configured to be lightweight and compact. can do.
  • the skeleton figure of the power transmission device by the 1st Embodiment of this invention The skeleton figure of the power transmission device by the 2nd Embodiment of this invention.
  • the skeleton figure of the power transmission device by the 3rd Embodiment of this invention The skeleton figure of the power transmission device by the 4th Embodiment of this invention.
  • the skeleton figure of the power transmission device by the 6th Embodiment of this invention The skeleton figure of the power transmission device by the 7th Embodiment of this invention.
  • the skeleton figure of the power transmission device by the 8th Embodiment of this invention The skeleton figure of the power transmission device by the 9th Embodiment of this invention.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

　複数の変速段を成立させる変速手段の構成の簡略化を可能とし、電動機の小型化を可能として、軽量でコンパクトなハイブリット車両の動力伝達装置を提供する。内燃機関１の動力軸６に接続された第１入力軸３を有して複数の変速段を成立させる第１変速手段と、電動機２の動力軸に接続された第２入力軸４を有して第１変速手段と異なる複数の変速段を成立させる第２変速手段とを設ける。第１入力軸３と第２入力軸４とを切り離し自在に連結する連結手段１３を設ける。

Description

ハイブリット車両の動力伝達装置
　本発明は、内燃機関と電動機とを備えるハイブリット車両の動力伝達装置に関する。
　従来、この種の動力伝達装置として、複数の変速段を成立させる第１変速手段と、第１変速手段とは異なる複数の変速段を成立させる第２変速手段とを備え、第１クラッチにより第１変速手段の入力軸と内燃機関の動力軸との連結・切り離しを行い、第２クラッチにより第２変速手段の入力軸と内燃機関の動力軸との連結・切り離しを行うものにおいて、一方の変速手段の入力軸に電動機の動力軸を接続したものが知られている（例えば、特開２００２－８９５９４号公報参照）。
　これによると、第１クラッチと第２クラッチとの連結切換えにより、内燃機関の動力を第１変速手段と第２変速手段との何れか一方に選択的に入力することができ、更に、電動機の動力軸が接続されている変速手段においては、内燃機関の動力に電動機の動力を付加することができる。しかし、夫々の変速手段の入力軸をと第２変速手段の入力軸との何れかを選択して内燃機関の動力軸を接続するものでは、各変速手段や両クラッチの配列により構造が複雑となり、小型化するうえで限界があった。
　また、それ以外に、内燃機関の動力軸が接続されて複数の変速段を成立させる第１変速手段に、電動機の動力軸を単一の変速段（低速段）を成立させる第２変速手段を介して接続するようにした動力伝達装置が提案されている（特開２００８－１４３２６０号公報参照）。このものでは、電動機の動力は単一の変速段でしか伝達されない。従って、この構成による動力伝達装置に設ける電動機は、低速時に大きなトルクを発生でき、高速時に高い回転数に耐え得るものである必要があるため、電動機が大型化して動力伝達装置をコンパクトに構成することができない。
　上記の背景に鑑み、本発明は、複数の変速段を成立させる変速手段の構成の簡略化を可能とすると共に、電動機の小型化を可能とすることにより、軽量でコンパクトに構成することができるハイブリット車両の動力伝達装置を提供することを目的とする。
　本発明は、内燃機関と電動機とを備えるハイブリット車両の動力伝達装置において、内燃機関の動力軸に接続された第１入力軸を有して複数の変速段を成立させる第１変速手段と、電動機の動力軸に接続された第２入力軸を有して第１変速手段と異なる複数の変速段を成立させる第２変速手段と、前記第１入力軸と前記第２入力軸とを切り離し自在に連結して、内燃機関の動力を第１入力軸を経て前記第２変速手段により変速可能とする連結手段とを備えることを特徴とする。更に、前記連結手段は、前記内燃機関の動力を前記第１入力軸を経て前記第２変速手段により変速可能とすることを特徴とする。
　これによれば、電動機の動力を第２変速手段の変速段を介して出力軸から出力することができるので、十分な動力を得ながら電動機の出力を比較的小さく抑えることができ、電動機を小型化することができる。そして、前記連結手段により第１変速手段と第２変速手段とを連結することにより、内燃機関側からも第１入力軸を経て第２変速手段を利用することができるので、第１変速手段の構成を簡略化することができ、動力伝達装置を軽量でコンパクトに構成することができる。
　また、本発明においては、前記第１変速手段の各変速段の回転と、前記第２変速手段の各変速段の回転とが共に出力される単一の出力軸を備えることが好ましい。これによれば、第１変速手段と第２変速手段とで出力軸を共用するので、第１変速手段と第２変速手段との夫々に出力軸を設ける場合に比べて部品点数を削減して構造簡単とし、製造コストを削減することができる。
　また、本発明において、前記第２変速手段による何れか１つの変速段は、前記第１変速手段による何れの変速段よりも低速段とされていることが好ましい。これによれば、低速時における電動機のトルク増加を図ることができ、電動機の小型化が可能となるので動力伝達装置をコンパクトに構成することができる。
　更に、前記第２変速手段による何れか１つの変速段は、前記第１変速手段による何れの変速段よりも高速段とされていることが好ましい。これによれば、電動機の動力による車両の高速走行時であっても電動機の動力軸の回転数を比較的低くすることができ、電動機の最大回転数の低減による電動機の小型化が可能となるので動力伝達装置をコンパクトに構成することができる。
　また、本発明においては、前記第１変速手段と前記第２変速手段との少なくとも一方を、各変速段を連続的に成立させるＣＶＴ（Continuously variable transmission）等の無段変速機構により構成することができる。ＣＶＴは大トルクが発生する領域に十分な出力を供給できない場合があるが、本発明によれば、内燃機関の動力が入力される第１変速手段と電動機の動力が入力される第２変速手段とを接続することで電動機の出力と内燃機関の出力とを共に供給でき、大トルク領域の出力不足を補うことができる。また、アクセルオフ時の一瞬の空走（惰行）についても電動機による駆動を維持できるので、負荷変動に対する速度維持が容易に行える。
　また、本発明においては、前記第１変速手段を、各変速段に対応する複数のギヤを備える回転伝達要素により構成し、該回転伝達要素に、伝達する回転数に応じて各ギヤ間における回転の伝達とその解除とを行うワンウェイクラッチを設けることが好ましい。このときの一態様として、前記回転伝達要素のワンウェイクラッチを、前記ギヤと該ギヤを支持する支持軸（例えば、前記第１入力軸や前記出力軸）との間に設けることが挙げられる。これによれば、例えば、シフトアップの際に高速側の変速段でワンウェイクラッチによるギヤと支持軸との連結が行われると、変速の効果で支持軸が高回転になり、低速側の変速段でワンウェイクラッチによるギヤと支持軸との連結が自動的に解除される。これにより、変速時間を短くすることができる。
　更に、内燃機関の動力による車両走行での減速時には、出力軸から第１入力軸へ回転が伝達されるが、第１変速手段の回転伝達要素を介しての内燃機関への回転伝達がワンウェイクラッチの作用により行われないので、エンジンブレーキを用いず電動機による効率のよい回生制動を行うことが可能となる。
　ところで、例えば、電動機による充電時に、蓄電量が過大となるおそれがある場合には、制動時にエンジンブレーキを用いることが好ましい。この場合には、前記回転伝達要素に、該回転伝達要素のワンウェイクラッチを回転伝達状態に維持するロック機構を設けておくことにより、減速時に電動機の回生が不要である場合に、ロック機構を作動させてエンジンブレーキを用いることができる。
　図１は、本発明の第１の実施形態におけるハイブリット車両の動力伝達装置を模式的に示している。図１に示すように、本実施形態の動力伝達装置は、エンジン１（内燃機関）と電動機２（モータ・ジェネレータ）とを駆動原として備えている。また、動力伝達装置は、第１入力軸３、第２入力軸４、及び出力軸５を何れも回転自在に備えいる。第１入力軸３と第２入力軸４とは互いに同一軸線上に配置され、出力軸５は第１入力軸３及び第２入力軸４と平行に配置されている。
　第１入力軸３は、エンジン１からの動力回転が出力されるエンジン動力軸６と同一軸線上に配置されて延設されており、第１入力軸３とエンジン動力軸６との間には摩擦係合クラッチ７が設けられている。このクラッチ７により、エンジン動力軸６と第１入力軸３との連結と解除とが行われる。
　また、第１入力軸３はギヤの支持軸として、エンジン１側から順に（図１中右側から順に）２速駆動ギヤ８及び３速駆動ギヤ９を同軸に固定支持し、更に４速駆動ギヤ１０を同軸に回転自在に支持している。第２入力軸４は、電動機２からの動力回転が出力される動力軸と一体に形成されている。第２入力軸４はギヤの支持軸として、電動機２側から順に（図１中左側から順に）１速駆動ギヤ１１及び５速駆動ギヤ１２を同軸に固定支持している。
　第１入力軸３には、シンクロメッシュ機構による第１連結手段１３が設けられている。第１連結手段１３は、４速駆動ギヤ１０を第１入力軸３に連結固定する状態と、５速駆動ギヤ１２を介して第１入力軸３と第２入力軸４とを連結する状態とで切換え、更に、中立位置においては４速駆動ギヤ１０と５速駆動ギヤ１２（第２入力軸４）との両方を第１入力軸３から切り離す。
　出力軸５はギヤの支持軸として、１速駆動ギヤ１１に噛合する１速従動ギヤ１４と、５速駆動ギヤ１２に噛合する５速従動ギヤ１５と、４速駆動ギヤ１０に噛合する４速従動ギヤ１６と、３速駆動ギヤ９に噛合する３速従動ギヤ１７と、２速駆動ギヤ８に噛合する２速従動ギヤ１８とを支持しており、更に、終減速駆動ギヤ１９を支持している。このうち、４速従動ギヤ１６と終減速駆動ギヤ１９は出力軸５に固定支持されており、他の従動ギヤ１４，１５，１７，１８は回転自在に支持されている。終減速駆動ギヤ１９は、デファレンシャルギヤ機構２０の終減速従動ギヤ２１に噛合し、このデファレンシャルギヤ機構２０を介して車両の駆動軸２２を駆動するようになっている。
　また、出力軸５には、１速従動ギヤ１４と５速従動ギヤ１５との間に第２連結手段２３が設けられ、２速従動ギヤ１８と３速従動ギヤ１７との間に第３連結手段２４が設けられている。第２連結手段２３は、１速従動ギヤ１４を出力軸５に連結固定する状態と、５速従動ギヤ１５を出力軸５に連結固定する状態とで切換え、更に、中立位置においては１速従動ギヤ１４と５速従動ギヤ１５との両方を出力軸５から切り離す。第３連結手段２４も同じように、２速従動ギヤ１８を出力軸５に連結固定する状態と、３速従動ギヤ１７を出力軸５に連結固定する状態とで切換え、更に、中立位置においては２速従動ギヤ１８と３速従動ギヤ１７との両方を出力軸５から切り離す。
　なお、第１入力軸３及び出力軸５とその間で回転を伝達する２速駆動ギヤ８、２速従動ギヤ１８、３速駆動ギヤ９、３速従動ギヤ１７、４速駆動ギヤ１０、４速従動ギヤ１６の各ギヤによる各回転伝達要素は、２速段II、３速段III、及び４速段IVを成立させるための本発明における第１変速手段を構成している。また、第２入力軸４及び出力軸５とその間で回転を伝達する１速駆動ギヤ１１、１速従動ギヤ１４、５速駆動ギヤ１２、５速従動ギヤ１５の各ギヤによる各回転伝達要素は、１速段Ｌ、及び５速段Ｖを成立させるための本発明における第２変速手段を構成している。そして、第１連結手段１３は、本発明の連結手段に相当し、５速駆動ギヤ１２を介して第１入力軸３と第２入力軸４との連結・切り離しを行うことで、第１変速手段と第２変速手段の連結・切り離しを行う。
　上記構成からなる本実施形態の動力伝達装置において、５つの変速段（１速段Ｌ、２速段II、３速段III、４速段IV、５速段Ｖ）について説明する。
　１速段Ｌは、第３連結手段２４を中立位置とし、第２連結手段２３により１速従動ギヤ１４を出力軸５に連結固定することにより成立する。このとき、第１連結手段１３を中立位置として第２入力軸４を第１入力軸３から切り離しておけば、電動機２のみによる駆動を行うことができる。また、第１連結手段１３により第２入力軸４に第１入力軸３を連結すれば、電動機２とエンジン１との両方で駆動することが可能となる。なお、電動機２とエンジン１との両方で駆動するときには、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結する。
　そして、第２入力軸４からの回転駆動力は、１速駆動ギヤ１１とこれに噛合する１速従動ギヤ１４とを介して出力軸５に伝達される。これにより１速段Ｌによる駆動力は終減速駆動ギヤ１９及び終減速従動ギヤ２１を介して駆動軸２２に出力される。
　２速段IIは、第２連結手段２３を中立位置とし、第３連結手段２４により２速従動ギヤ１８を出力軸５に連結固定することにより成立する。このとき、第１連結手段１３により第２入力軸４を第１入力軸３に連結し、クラッチ７によりエンジン動力軸６と第１入力軸３とを切り離し状態とすれば、電動機２のみによる駆動を行うことができる。また、第１連結手段１３を中立位置として第２入力軸４から第１入力軸３を切り離し、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結状態とすれば、エンジン１のみによる駆動を行うことができる。また、第１連結手段１３により第２入力軸４を第１入力軸３に連結し、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結状態とすれば、電動機２とエンジン１との両方で駆動することが可能となる。
　そして、第１入力軸３からの回転駆動力は、２速駆動ギヤ８とこれに噛合する２速従動ギヤ１８とを介して出力軸５に伝達される。これにより２速段IIによる駆動力は終減速駆動ギヤ１９及び終減速従動ギヤ２１を介して駆動軸２２に出力される。
　３速段IIIは、第２連結手段２３を中立位置とし、第３連結手段２４により３速従動ギヤ１７を出力軸５に連結固定することにより成立する。このとき、第１連結手段１３により第２入力軸４を第１入力軸３に連結し、クラッチ７によりエンジン動力軸６と第１入力軸３とを切り離し状態とすれば、電動機２のみによる駆動を行うことができる。また、第１連結手段１３を中立位置として第２入力軸４から第１入力軸３を切り離し、クラッチ７によりエンジン動力軸６と第１入力軸３とが連結状態とすれば、エンジン１のみによる駆動を行うことができる。また、第１連結手段１３により第２入力軸４を第１入力軸３に連結し、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結状態とすれば、電動機２とエンジン１との両方で駆動することが可能となる。
　そして、第１入力軸３からの回転駆動力は、３速駆動ギヤ９とこれに噛合する３速従動ギヤ１７とを介して出力軸５に伝達される。これにより３速段IIIによる駆動力は終減速駆動ギヤ１９及び終減速従動ギヤ２１を介して駆動軸２２に出力される。
　４速段IVは、第２連結手段２３と第３連結手段２４とを中立位置とし、第１連結手段１３により４速駆動ギヤ１０を第１入力軸３に連結固定することにより成立する。４速段IVにおいては、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結状態としてエンジン１のみによる駆動を行う。
　そして、第１入力軸３からの回転駆動力は、４速駆動ギヤ１０とこれに噛合する４速従動ギヤ１６とを介して出力軸５に伝達される。これにより４速段IVによる駆動力は終減速駆動ギヤ１９及び終減速従動ギヤ２１を介して駆動軸２２に出力される。
　５速段Ｖは、第３連結手段２４を中立位置とし、第２連結手段２３により５速従動ギヤ１５を出力軸５に連結固定することにより成立する。このとき、第１連結手段１３を中立位置として第２入力軸４を第１入力軸３から切り離しておけば、電動機２のみによる駆動を行うことができる。また、第１連結手段１３により第２入力軸４に第１入力軸３を連結し、クラッチ７によりエンジン動力軸６と第１入力軸３とを連結することで、電動機２とエンジン１との両方で駆動することが可能となる。
　そして、第２入力軸４からの回転駆動力は、５速駆動ギヤ１２とこれに噛合する５速従動ギヤ１５とを介して出力軸５に伝達される。これにより５速段Ｖによる駆動力は終減速駆動ギヤ１９及び終減速従動ギヤ２１を介して駆動軸２２に出力される。
　なお、上述した、５つの変速段（１速段Ｌ、２速段II、３速段III、４速段IV、５速段Ｖ）は、車両の発進及び走行状態に応じて、電動機２とエンジン１との動力を切換え或いは組み合わせて用いられる。
　以上の構成によれば、電動機２の動力を第２変速手段の各変速段を介して出力軸５から出力することができるので、電動機２の出力を比較的小さく抑えることができ、電動機２を小型化することができる。また、第１連結手段１３により第１変速手段と第２変速手段とを連結することにより、エンジン１側からも第２変速手段を利用することができるので、第１変速手段の構成も簡略化することができる。そして更に、第２変速手段においては、電動機２の動力が入力される第２入力軸４と出力軸５との間の要素（第２変速手段）で成立する変速段のを１速段Ｌ及び５速段Ｖとして、第１入力軸３と出力軸５との間の要素（第１変速手段）で成立する変速段よりも低速段と高速段とに設定したことにより、低速時における電動機２のトルク増加と、電動機２の最大回転数の低減を図ることができ、電動機２を一層小型化することができる。
　また、第１入力軸３を備える第１変速手段と、第２入力軸４を備える第２変速手段とで出力軸５を共用するので、第１変速手段と第２変速手段との夫々に出力軸を設ける場合に比べて部品点数を削減して構造簡単とし、製造コストを削減することができる。
　このように、動力伝達経路を複雑化することなく電動機２の小型軽量化が可能となるので動力伝達装置をコンパクトに構成することができる。
　なお、各変速段を成立させる各ギヤや各連結手段については、上述した構成に限るものではない。図２に第２の実施形態を示すように、第２入力軸４に３速駆動ギヤ９を設け、第１入力軸３に５速駆動ギヤ１２を配設することができ、或いは、図３に第３の実施形態を示すように、第２入力軸４に１速駆動ギヤ１１、３速駆動ギヤ９、及び５速駆動ギヤ１２を設け、第１入力軸３に２速駆動ギヤ８と４速駆動ギヤ１０を設けることもできる。第３の実施形態においては、第１連結手段１３を第２入力軸４側に設けて、第１連結手段１３により第２入力軸４を４速駆動ギヤ１０を介して第１入力軸３に連結可能とする。更に、５速従動ギヤ１２においても、第４連結手段３１により出力軸５に連結可能とする。更に、図示しないが、６速段以上の駆動ギヤ及び従動ギヤを追加して設け、変速段数を増加させることもできる。
　また、図４に第４の実施形態を示すように、第１連結手段１３と第３連結手段２４との夫々にワンウェイクラッチを設けてもよい。即ち、第１連結手段１３を、５速駆動ギヤ１２側と４速駆動ギヤ１０側とに２分割して構成し、その夫々と第１入力軸３との間にワンウェイクラッチ２５ａ，２５ｂを介設する。同じく、第３連結手段２４を、２速駆動ギヤ８側と３速駆動ギヤ９側とに２分割して構成し、その夫々と第１入力軸３との間にワンウェイクラッチ２６ａ，２６ｂを介設する。こうすることにより、変速時間の短縮が可能となる。具体的には、例えば、図１に示す構成である場合には、２速段IIから３速段IIIへシフトアップするとき、図１に示す構成である場合には、第３連結手段２４を２速従動ギヤ１８から離反する方向に移動させて係合解除し、次いで、更に第３連結手段２４を移動させて３速従動ギヤ１７に係合させる動作が行われる。それに対して、図４に示す構成によれば、第３連結手段２４の一方（図中右側）と２速従動ギヤ１８との係合を解除せずとも、第３連結手段２４の他方（図中左側）を３速従動ギヤ１７に係合させる動作を行うことができ、第３連結手段２４の一方（図中右側）と２速従動ギヤ１８とがワンウェイクラッチ２６ａにより切り離されるから、この係合解除にかかる時間を短縮することができる。
　更に、図４に示す構成に対し、図５に示す第５の実施形態では、３速駆動ギヤ９と４速駆動ギヤ１０との位置を入れ換えて構成すると共に、第１連結手段１３及び第３連結手段２４を夫々分割することなく、ワンウェイクラッチ２７，２８が設けられている。こうすることにより、第１連結手段１３及び第３連結手段２４の構成を簡単として、図４に示す構成と同様の効果を得ることができる。
　また、図５に示す構成においては、減速時に、出力軸５から第１入力軸３を経てエンジン２への回転伝達がワンウェイクラッチ２７，２８の作用により解除されるので、出力軸５から第２入力軸４へ回転を伝達して、エンジン１の引きずりが生じることなく電動機２による効率のよい回生制動が行える。しかし、例えば、電動機２による充電時に、蓄電量が過大となるおそれがある場合には、制動時にエンジンブレーキを用いることが好ましい。そこで、図６に示す第６の実施形態では、第１入力軸３に３速駆動ギヤ９を固定するドグ歯クラッチ３２（ロック機構）が設けられている。これにより、減速時に電動機２の回生が不要である場合に、ドグ歯クラッチ３２により３速駆動ギヤ９を第１入力軸３に固定して３速段IIIにおいてエンジンブレーキを用いることができる。なお、ドグ歯クラッチ３２により３速駆動ギヤ９を第１入力軸３に固定した状態は、第１連結手段１３を３速駆動ギヤ９に連結させたときにワンウェイクラッチ２７をロックすることと同じ状態である。
　また、図５に示す構成に対し、第７の実施形態として図７に示すように、第１入力軸３とエンジン動力軸６との間のクラッチ７を廃して、第１入力軸３とエンジン動力軸６とを一体に連設してもよい。これによれば、クラッチ７だけでなくクラッチ７を作動させるアクチュエータ等の部品も削減することができ、一層軽量且つコンパクトに構成することができる。
　また、図８に示す第８の実施形態では、第２入力軸４に３速駆動ギヤ９を設け、３速駆動ギヤ９に隣り合う位置の第１入力軸３に５速駆動ギヤ１２を設けている。更に、２速駆動ギヤ８と４速駆動ギヤ１０とを一体に連設して第１入力軸３にワンウェイクラッチ２９を介して支持させ、５速従動ギヤ１５を出力軸５にワンウェイクラッチ３０を介して支持させている。こうすることにより、変速時間を短縮させることができるだけでなく、機構の複雑化を防止することができる。
　また、図９に示す第９の実施形態では、第２入力軸４を中空として内部に第１入力軸３を貫通させている。こうすることにより、図５に示す構成と同等の効果に加え、第２入力軸４を第１入力軸３により支持することができ、軸受け部材の部品数を削減して軽量コンパクトに構成することができる。
　なお、上述した各実施形態においては、第１変速手段として第１入力軸３及び出力軸５とその間で回転を伝達する複数のギヤによる回転伝達要素を採用し、第２変速手段として第２入力軸４及び出力軸５とその間で回転を伝達する複数のギヤによる回転伝達要素を採用したものを示したが、第１変速手段と第２変速手段との何れか一方又は両方の回転伝達要素として、図示しないが、例えば、ＣＶＴ等の無段変速機構を採用することもできる。
産業状の利用可能性
　本発明は、本発明は、複数の変速段を成立させる変速手段の構成を簡略化し、電動機を小型化して、軽量でコンパクトに構成することができるので、ハイブリット車両の動力伝達装置として好適に採用することができる。
本発明の第１の実施形態による動力伝達装置のスケルトン図。 本発明の第２の実施形態による動力伝達装置のスケルトン図。 本発明の第３の実施形態による動力伝達装置のスケルトン図。 本発明の第４の実施形態による動力伝達装置のスケルトン図。 本発明の第５の実施形態による動力伝達装置のスケルトン図。 本発明の第６の実施形態による動力伝達装置のスケルトン図。 本発明の第７の実施形態による動力伝達装置のスケルトン図。 本発明の第８の実施形態による動力伝達装置のスケルトン図。 本発明の第９の実施形態による動力伝達装置のスケルトン図。

Claims (9)

  1. 　内燃機関と電動機とを備えるハイブリット車両の動力伝達装置において、
    　内燃機関の動力軸に接続された第１入力軸を有して複数の変速段を成立させる第１変速手段と、
    　電動機の動力軸に接続された第２入力軸を有して第１変速手段と異なる複数の変速段を成立させる第２変速手段と、
    　前記第１入力軸と前記第２入力軸とを切り離し自在に連結する連結手段とを備えることを特徴とするハイブリット車両の動力伝達装置。
  2. 　前記連結手段は、前記内燃機関の動力を前記第１入力軸を経て前記第２変速手段により変速可能とすることを特徴とする請求項１記載のハイブリット車両の動力伝達装置。
  3. 　前記第１変速手段の各変速段の回転と、前記第２変速手段の各変速段の回転とが共に出力される単一の出力軸を備えることを特徴とする請求項１又は２記載のハイブリット車両の動力伝達装置。
  4. 　前記第２変速手段による何れか１つの変速段は、前記第１変速手段による何れの変速段よりも低速段とされていることを特徴とする請求項３記載のハイブリット車両の動力伝達装置。
  5. 　前記第２変速手段による何れか１つの変速段は、前記第１変速手段による何れの変速段よりも高速段とされていることを特徴とする請求項２乃至４の何れか１項記載のハイブリット車両の動力伝達装置。
  6. 　前記第１変速手段と前記第２変速手段との少なくとも一方は、各変速段を連続的に成立させる無段変速機構により構成されていることを特徴とする請求項１乃至５の何れか１項記載のハイブリット車両の動力伝達装置。
  7. 　前記第１変速手段は、各変速段に対応する複数のギヤを備える回転伝達要素により構成され、該回転伝達要素は、伝達する回転数に応じて各ギヤ間における回転の伝達とその解除とを行うワンウェイクラッチを備えることを特徴とする請求項１乃至５の何れか１項記載のハイブリット車両の動力伝達装置。
  8. 　前記回転伝達要素のワンウェイクラッチは、前記ギヤと該ギヤを支持する支持軸との間に設けられていることを特徴とする請求項７記載のハイブリット車両の動力伝達装置。
  9. 　前記回転伝達要素は、該回転伝達要素のワンウェイクラッチを回転伝達状態に維持するロック機構を備えることを特徴とする請求項７又は８記載のハイブリット車両の動力伝達装置。
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US20110239820A1 (en) 2011-10-06

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