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JP2004034727A - Power transmission device for vehicles - Google Patents

Power transmission device for vehicles Download PDF

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Publication number
JP2004034727A
JP2004034727A JP2002190261A JP2002190261A JP2004034727A JP 2004034727 A JP2004034727 A JP 2004034727A JP 2002190261 A JP2002190261 A JP 2002190261A JP 2002190261 A JP2002190261 A JP 2002190261A JP 2004034727 A JP2004034727 A JP 2004034727A
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JP
Japan
Prior art keywords
gear
internal combustion
combustion engine
motor
generator
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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.)
Granted
Application number
JP2002190261A
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Japanese (ja)
Other versions
JP4445185B2 (en
Inventor
Chiaki Umemura
梅村　千明
Takahiro Midori
翠　高宏
Masanori Mori
森　正憲
Hironori Toshima
戸嶋　裕基
Masashi Sakuma
佐久間　昌史
Toshio Tanba
丹波　俊夫
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.)
Aisin AI Co Ltd
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Aisin AI Co Ltd
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Priority to JP2002190261A priority Critical patent/JP4445185B2/en
Priority to DE10329109A priority patent/DE10329109B4/en
Publication of JP2004034727A publication Critical patent/JP2004034727A/en
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Publication of JP4445185B2 publication Critical patent/JP4445185B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • 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
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

【課題】コストの増大を抑制しつつ、内燃機関の始動性及びモータ・ジェネレータの発電効率を向上することができる車両用動力伝達装置を提供する。
【解決手段】モータ・ジェネレータ４の回転トルクは、第１ワンウェイクラッチ４１を介してのみ、歯車式有段変速機３を介して内燃機関１に伝達される。このとき、モータ・ジェネレータ４の回転トルクは、プラネタリギヤ４４により減速された回転速度（キャリア軸４４ｃの回転速度）で内燃機関１に伝達される。一方、内燃機関１の歯車式有段変速機３を介した回転トルクは、第２ワンウェイクラッチ４３を介してのみ、モータ・ジェネレータ４に伝達される。このとき、内燃機関１の回転トルクは、プラネタリギヤ４４においてそのままの回転速度（サンギヤ４４ａの回転速度）でモータ・ジェネレータ４に伝達される。
【選択図】　　　　図１Provided is a vehicle power transmission device that can improve the startability of an internal combustion engine and the power generation efficiency of a motor generator while suppressing an increase in cost.
A rotating torque of a motor / generator is transmitted to an internal combustion engine via a gear type stepped transmission only via a first one-way clutch. At this time, the rotation torque of the motor generator 4 is transmitted to the internal combustion engine 1 at a rotation speed reduced by the planetary gears 44 (the rotation speed of the carrier shaft 44c). On the other hand, the rotational torque of the internal combustion engine 1 via the gear type stepped transmission 3 is transmitted to the motor / generator 4 only via the second one-way clutch 43. At this time, the rotation torque of the internal combustion engine 1 is transmitted to the motor generator 4 at the same rotation speed (the rotation speed of the sun gear 44a) in the planetary gears 44.
[Selection diagram] Fig. 1

Description

【０００１】
【発明の属する技術分野】
本発明は、動力源として内燃機関及びモータ・ジェネレータを併せ備えた車両用動力伝達装置に関するものである。
【０００２】
【従来の技術】
近年、低排気ガス、低燃費を目的とし動力源として内燃機関及びモータ・ジェネレータを併せ備えたいわゆるハイブリット車両の開発が進んでいる。こうした車両では、車両の駆動及びエネルギー回生用のモータ・ジェネレータが追加された結果、従来の内燃機関始動用のモータ（スタータ）、バッテリ充電用のオルタネータと併せて大きなモータ等を３個備えることになり、車両搭載の困難さに加えてコストの増大を余儀なくされている。
【０００３】
このモータ等の個数を少なくする試みとして、例えば特開２００２−１１４０４８号公報に記載された車両用動力伝達装置が知られている。同公報記載の装置は、上記内燃機関始動用のモータとモータ・ジェネレータとを兼用することでモータ等の個数削減を実現している。
【０００４】
すなわち、この車両用動力伝達装置は、手動変速機で採用されている伝達効率に優れた歯車式有段変速機に、内燃機関及び歯車式有段変速機間のクラッチ操作（接続・遮断）を自動化する機構とシフト操作（変速段の切り替え）を自動化する機構とを追加した変速機を備えている。そして、この変速機とモータ・ジェネレータとを組み合せることで、内燃機関始動用のモータとの兼用を実現している。
【０００５】
つまり、この変速機に周知のシフト装置に類似した機構を介してモータ・ジェネレータを取り付け、これを用いて動力の入力時と出力時とでその伝達経路を切り替えている。これにより、時にはギヤを介して変速機の入力軸とモータ・ジェネレータの回転軸とを連結する。そして、例えばモータ・ジェネレータを駆動してその回転トルクを変速機の入力軸からクラッチを介して内燃機関に伝達し、同機関を始動する。若しくは、内燃機関の回転トルクをクラッチから変速機の入力軸を介してモータ・ジェネレータの回転軸に伝達し、発電を行う。
【０００６】
また、時には、ギヤを介してモータ・ジェネレータの回転軸と車両の駆動輪に繋がる変速機の出力軸とを連結し、車両の駆動若しくはエネルギー回生を行う。
【０００７】
【発明が解決しようとする課題】
ところで、この車両用動力伝達装置では、モータ・ジェネレータの回転軸と変速機の入力軸（若しくは出力軸）とは、モータ・ジェネレータの駆動・発電に関わらずそれぞれ所定のギヤ比に基づく共通の回転速度比で連結されている。従って、例えば変速機の入力軸とモータ・ジェネレータの回転軸とを連結して内燃機関の始動又は発電をさせようとすると、効率等の悪い状態での使用を余儀なくされる。
【０００８】
すなわち、モータ・ジェネレータは特定の回転速度近傍で駆動及び発電の効率が優れている。一方、内燃機関を始動させる場合、一般にその回転速度は２５０ｒｐｍ程度の低回転域であるのに対し、車両走行時に支配的になる回転速度は２０００〜２５００ｒｐｍ程度の高回転域となる。従って、モータ・ジェネレータの駆動・発電に関わらず一系統の動力伝達経路を利用する場合には、効率等の悪い状態で使用することになる。
【０００９】
あるいは、低回転域・高回転域の広範囲で駆動・発電に効率のよいモータ・ジェネレータを採用する場合、そのコストが増大するという別の問題が生じる。
本発明の目的は、コストの増大を抑制しつつ、内燃機関の始動性及びモータ・ジェネレータの発電効率を向上することができる車両用動力伝達装置を提供することにある。
【００１０】
【課題を解決するための手段】
上記問題点を解決するために、請求項１に記載の発明は、複数の変速段に切り替え可能な歯車式有段変速機と、回転軸にプラネタリギヤが設けられたモータ・ジェネレータと、前記モータ・ジェネレータと前記歯車式有段変速機との間に設けられ、該モータ・ジェネレータの前記プラネタリギヤによる第１回転速度比に応じた回転トルクを該歯車式有段変速機を介して内燃機関に伝達するとともに、該内燃機関の該歯車式有段変速機を介した回転トルクを該モータ・ジェネレータに伝達しない第１ワンウェイクラッチと、前記モータ・ジェネレータと前記歯車式有段変速機との間に設けられ、前記内燃機関の該歯車式有段変速機を介した回転トルクを前記プラネタリギヤによる第２回転速度比に応じて前記モータ・ジェネレータに伝達するとともに、該モータ・ジェネレータの回転トルクを該歯車式有段変速機に伝達しない第２ワンウェイクラッチとを備えたことを要旨とする。
【００１１】
請求項２に記載の発明は、請求項１に記載の車両用動力伝達装置において、前記内燃機関の前記歯車式有段変速機を介した回転トルクを、前記第２ワンウェイクラッチ、前記プラネタリギヤのキャリア軸及びサンギヤを介して前記モータ・ジェネレータに伝達することを要旨とする。
【００１２】
請求項３に記載の発明は、請求項１又は２に記載の車両用動力伝達装置において、前記第１ワンウェイクラッチ及び前記第２ワンウェイクラッチの少なくとも一方は、前記モータ・ジェネレータ及び前記歯車式有段変速機の少なくとも一方にギヤ連結されたことを要旨とする。
【００１３】
請求項４に記載の発明は、請求項１又は２に記載の車両用動力伝達装置において、前記第２ワンウェイクラッチは前記歯車式有段変速機にギヤ連結され、該歯車式有段変速機は入力軸と同期回転する変速段切り替え用のギヤを共用したことを要旨とする。
【００１４】
（作用）
請求項１又は３に記載の発明によれば、モータ・ジェネレータの回転トルクは、第１ワンウェイクラッチを介してのみ、歯車式有段変速機を介して内燃機関に伝達される。このとき、モータ・ジェネレータの回転トルクは、プラネタリギヤによる第１回転速度比に応じた回転速度で内燃機関に伝達される。一方、内燃機関の歯車式有段変速機を介した回転トルクは、第２ワンウェイクラッチを介してのみ、モータ・ジェネレータに伝達される。このとき、内燃機関の回転トルクは、プラネタリギヤによる第２回転速度比に応じた回転速度でモータ・ジェネレータに伝達される。従って、例えば第１回転速度比を小さくしてモータ・ジェネレータの回転を減速し、より大きな回転トルクで内燃機関を低回転域で始動する。あるいは、第２回転速度比を大きくして内燃機関の回転を増速し、モータ・ジェネレータを高回転域で発電させる。以上により、コストの増大を抑制しつつ、内燃機関の始動性及びモータ・ジェネレータの発電効率が向上する。
【００１５】
請求項２に記載の発明によれば、内燃機関の歯車式有段変速機を介した回転トルクは、第２ワンウェイクラッチ、プラネタリギヤのキャリア軸及びサンギヤを介して増速されてモータ・ジェネレータに伝達される。従って、モータ・ジェネレータはより高回転域で発電し、その効率を向上する。
【００１６】
請求項４に記載の発明によれば、第２ワンウェイクラッチは歯車式有段変速機にギヤ連結され、同歯車式有段変速機は入力軸と同期回転する変速段切り替え用のギヤが共用される。従って、例えば歯車式有段変速機に専用のギヤを設けて第２ワンウェイクラッチとギヤ連結する場合に比べ、部品点数の増大が抑制される。
【００１７】
【発明の実施の形態】
（第１実施形態）
以下、本発明を具体化した第１実施形態について図１に従って説明する。
【００１８】
図１は、本実施形態が適用されるハイブリッド車両用の動力伝達装置を示すシステム構成図である。この装置は、出力を調整可能な電子スロットルアクチュエータを備える内燃機関１と、クラッチ２と、歯車式有段変速機３と、モータ・ジェネレータ４と、インバータ５と、バッテリ６とを備える。
【００１９】
上記クラッチ２は、内燃機関１及び歯車式有段変速機３の間に配装されており、内燃機関１のクランクシャフト１１に固定されたフライホイール１２と、クラッチディスク１３とを有する。クラッチ２は、上記内燃機関１及び歯車式有段変速機３間の動力の接続・遮断を切り替える。なお、本実施形態では、クラッチ２による上記動力の接続・遮断を図示しないコントローラによって駆動制御されるアクチュエータにて行っている。そして、コントローラにより検出等された各種状態（内燃機関１の運転状態、走行状態、バッテリ６の蓄電状態など）に応じ、上記動力の接続・遮断が自動的に切り替えられるようになっている。
【００２０】
上記歯車式有段変速機３は、複数の変速段に切り替え可能であって、入力軸１４と、同入力軸１４に略平行に配置された出力軸１５とを有する。入力軸１４には、上記クラッチディスク１３がスプライン等で軸線方向に摺動自在に、周方向に回動不能に連結されている。そして、この入力軸１４には、一側（クラッチ２側である図１の左側）から１速用駆動ギヤ１６、後退用駆動ギヤ１７、２速用駆動ギヤ１８が一体的に設けられている。また、入力軸１４には、２速用駆動ギヤ１８に隣接して一側（図１の左側）から３速用駆動ギヤ１９、４速用駆動ギヤ２０、５速用駆動ギヤ２１が空転可能に装着されている。
【００２１】
出力軸１５には、一側（図１の左側）においてディファレンシャル装置２２の従動ギヤ２２ａに噛合連結された駆動ギヤ２３が一体的に設けられている。従って、出力軸１５が回転すると、回転トルクが駆動ギヤ２３を介してディファレンシャル装置２２（従動ギヤ２２ａ）に伝達され、車両の両駆動輪と連結されたシャフト２２ｂ，２２ｃを駆動する。
【００２２】
また、出力軸１５には、入力軸１４に対応して一側（図１の左側）から１速用従動ギヤ２４、２速用従動ギヤ２５が空転可能に装着され、３速用従動ギヤ２６、４速用従動ギヤ２７、５速用従動ギヤ２８が一体的に設けられている。そして、これら従動ギヤ２４〜２８は、対応する駆動ギヤ１６，１８〜２１に噛合連結されている。
【００２３】
出力軸１５において、１速用及び２速用従動ギヤ２４，２５間には、外周にスプラインが設けられたハブ部材３１が同出力軸１５と一体的に回転するように設けられている。そして、１速及び２速用従動ギヤ２４，２５には、それぞれハブ部材３１側において同ハブ部材３１と同様のスプラインを有する突出部２４ａ，２５ａが設けられている。
【００２４】
一方、入力軸１４において、３速及び４速用駆動ギヤ１９，２０間及び５速用駆動ギヤ２１の他側（クラッチ２の反対側である図１の右側）には、それぞれ外周にスプラインが設けられたハブ部材３２，３３が同入力軸１４と一体的に回転するように設けられている。そして、３速〜５速用駆動ギヤ１９〜２１には、それぞれハブ部材３２，３３側において同ハブ部材３２，３３と同様のスプラインを有する突出部１９ａ，２０ａ，２１ａが設けられている。
【００２５】
そして、ハブ部材３１〜３３の外周側には、同ハブ部材３１〜３３のスプラインと係合するとともに対応する突出部１９ａ〜２１ａ，２４ａ，２５ａのスプラインと選択的に係合可能なスプラインを内周側に有するスリーブ３４，３５，３６が配設されている。これらスリーブ３４〜３６は、図示しないフォーク部材により軸線方向に移動されてハブ部材３１〜３３と対応する突出部１９ａ〜２１ａ，２４ａ，２５ａ（ギヤ１９〜２１，２４，２５）とを連結し、或いは中立位置に配置（中立状態）されて連結を解除する。
【００２６】
このフォーク部材を介したスリーブ３４〜３６の移動によりハブ部材３１〜３３と対応する突出部１９ａ〜２１ａ，２４ａ，２５ａ（ギヤ１９〜２１，２４，２５）とが選択的に連結・解除され、歯車式有段変速機３における複数の変速段が実現されている。
【００２７】
なお、スリーブ３４の外周側には、後退用従動ギヤ３７が設けられている。そして、入力軸１４及び出力軸１５と平行に配置された軸３８には、軸線方向に移動可能なアイドラギヤ３９が設けられている。このアイドラギヤ３９は、軸線方向の位置に応じて上記後退用駆動ギヤ１７及び後退用従動ギヤ３７に噛合連結されることで後退の変速段を実現する。それ以外の変速段では、アイドラギヤ３９は中立位置に配置されて連結が解除され、空転する。
【００２８】
本実施形態では、フォーク部材を介したスリーブ３４〜３６の移動等を図示しないコントローラによって駆動制御されるアクチュエータにて行っている。そして、コントローラにより検出等された各種状態（内燃機関１の運転状態、走行状態、バッテリ６の蓄電状態など）に応じ、変速段が自動的に切り替えられるようになっている。
【００２９】
なお、入力軸１４の他側（クラッチ２の反対側である図１の右側）端には、前記モータ・ジェネレータ４に噛合連結されたギヤ４１ａを外周部に有する第１ワンウェイクラッチ４１が設けられている。
【００３０】
上記モータ・ジェネレータ４は、外力にてその回転軸４２が回転駆動されることで発電等を行うとともに給電により回転軸４２を回転させる周知の交流機であって、歯車式有段変速機３に並設されている。このモータ・ジェネレータ４は、回転軸４２の一側（図１の左側）に第２ワンウェイクラッチ４３が設けられている。この第２ワンウェイクラッチ４３は、前記入力軸１４の２速用駆動ギヤ１８に噛合連結されたギヤ４３ａを外周部に有しており、入力軸１４（２速用駆動ギヤ１８）が一側（図１における回転方向Ａ）に回転駆動される場合のみその回転トルクをギヤ４３ａを介して回転軸４２に伝達する。そして、回転軸４２は、入力軸１４に対し２速用駆動ギヤ１８及びギヤ４３ａのギヤ比に応じた回転速度にて他側（図１における回転方向Ａと反対の回転方向Ｂ）に回転する。
【００３１】
また、モータ・ジェネレータ４は、回転軸４２の他側（図１の右側）においてこれと同軸にプラネタリギヤ４４のサンギヤ４４ａが設けられている。従って、回転軸４２の回転速度はサンギヤ４４ａの回転速度と一致する。このプラネタリギヤ４４のリングギヤ４４ｂは不動部に固着されており、ダブルピニオン構造を有するキャリア軸４４ｃには、前記第１ワンウェイクラッチ４１のギヤ４１ａに噛合連結されたギヤ４５が一体的に設けられている。上記第１ワンウェイクラッチ４１は、キャリア軸４４ｃ（ギヤ４５）が他側（図１における回転方向Ｂ）に回転駆動される場合のみその回転トルクをギヤ４１ａを介して入力軸１４に伝達する。従って、キャリア軸４４ｃは、回転軸４２に対しプラネタリギヤ４４での減速比（第１回転速度比）に応じた回転速度にて回転する。そして、入力軸１４は、キャリア軸４４ｃに対しギヤ４５，４１ａのギヤ比に応じた回転速度にて一側（図１における回転方向Ａ）に回転する。
【００３２】
なお、入力軸１４が一側（図１における回転方向Ａ）に回転駆動されるとき、上記第１ワンウェイクラッチ４１は空転するように配置されている。従って、入力軸１４の一側への回転トルクは、第１ワンウェイクラッチ４１においてギヤ４１ａへと伝達されない。また、回転軸４２（キャリア軸４４ｃ）が他側（図１における回転方向Ｂ）に回転駆動されるとき、上記第２ワンウェイクラッチ４３は空転するように配置されている。従って、回転軸４２（キャリア軸４４ｃ）の他側への回転トルクは、第２ワンウェイクラッチ４３において入力軸１４（２速用駆動ギヤ１８）へと伝達されない。
【００３３】
上記インバータ５は、図示しないコントローラにて駆動制御されており、バッテリ６からの直流電力を交流電力に変換してモータ・ジェネレータ４に給電し、あるいはモータ・ジェネレータ４において発電した交流電力を直流電力に変換してバッテリ６を充電する。
【００３４】
次に、この動力伝達装置の動作について説明する。
まず、モータ・ジェネレータ４による内燃機関１の始動について説明する。このとき、クラッチ２を動力の接続状態にするとともにコントローラによりスリーブ３４〜３６及びアイドラギヤ３９を中立状態にして歯車式有段変速機３をニュートラルの状態にする。そして、インバータ５を駆動してモータ・ジェネレータ４に交流電力を給電し、回転軸４２を回転方向Ｂに駆動する。回転軸４２の回転トルクは、プラネタリギヤ４４を介した減速に伴い増大されてそのキャリア軸４４ｃに伝達される。入力軸１４が従動側であり、第１ワンウェイクラッチ４１がロック状態となることから、キャリア軸４４ｃの回転トルクはギヤ４５，４１ａを介した減速に伴い更に増大されて入力軸１４に伝達される。なお、ギヤ４５，４１ａは、内燃機関１の始動に十分な回転トルクが得られるようその減速比を大きくしている。そして、入力軸１４の回転トルクはクラッチ２を介して伝達され、クランクシャフト１１が回転を開始する。クランクシャフト１１の回転速度が上昇し、例えば２００ｒｐｍ程度の回転速度に達すると内燃機関１の始動が可能になる。
【００３５】
内燃機関１が始動してクラッチ２及び歯車式有段変速機３（入力軸１４）とともに回転速度が上昇し、例えば６００ｒｐｍ程度の回転速度に達すると、入力軸１４の回転速度がギヤ４１ａの回転速度を上回る。そして、第１ワンウェイクラッチ４１のロック状態は自然に解放される。同時に、２速用駆動ギヤ１８を介したギヤ４３ａの回転速度が回転軸４２の回転速度を上回る。これにより、第２ワンウェイクラッチ４３がロック状態になり、ギヤ４３ａを介した２速用駆動ギヤ１８の回転トルクが、回転軸４２に伝達される。なお、２速用駆動ギヤ１８及びギヤ４３ａは、内燃機関１の全回転域においてモータ・ジェネレータ４が過回転しない程度で減速比を小さくしている。そして、内燃機関１の動力によってモータ・ジェネレータ４の回転軸４２が回転駆動される。このように、内燃機関１が高速回転しているときは、負荷としてモータ・ジェネレータ４に発電させ、インバータ５を介してバッテリ６の充電が可能になる。すなわち、この状態におけるモータ・ジェネレータ４は、いわゆるオルタネータとしての役目を果たしている。
【００３６】
ここで、モータ・ジェネレータ４の発電について更に説明する。モータ・ジェネレータ４を無通電状態にし、クラッチ２の接続・遮断状態に関わらず、入力軸１４の回転方向Ａへの回転トルクを２速用駆動ギヤ１８、ギヤ４３ａに伝達する。このとき、モータ・ジェネレータ４が無通電状態であることから、第２ワンウェイクラッチ４３はロック状態となり回転軸４２は回転方向Ｂに回転させられる。従って、回転方向Ｂに対して負荷となるようにモータ・ジェネレータ４を制御することで、その発電が可能になる。
【００３７】
特に、車両停止時では、歯車式有段変速機３をニュートラルの状態にする。そして、クラッチ２を接続状態にして内燃機関１のアイドル回転を同様に回転軸４２に伝達することで発電が可能になる。
【００３８】
また、例えばバッテリ６の充電容量が十分の状態で、内燃機関１が比較的低速で回転している場合には、モータ・ジェネレータ４を電動機として力行させて内燃機関１の出力を補い、車両の加速を助けることもできる。従って、内燃機関１の駆動力による走行中に更にモータ・ジェネレータ４を駆動すれば、モータ・ジェネレータ４の駆動力が加味され内燃機関１のみによる走行よりも力強い走行が可能となって、登坂路走行や追越し加速時に利用できる。
【００３９】
さらに、バッテリ６の充電容量が通常状態では、モータ・ジェネレータ４の発電量を内燃機関１に加える負荷として制御する。これにより、内燃機関１を燃焼効率がよりよい状態で駆動させ、燃料消費率を向上できる。
【００４０】
さらにまた、車両の減速時では、歯車式有段変速機３がニュートラル以外のいずれかの変速段にある状態においてクラッチ２の動力伝達を遮断し、モータ・ジェネレータ４を発電機としてその発電量（負荷）を制御する。これにより、モータ・ジェネレータ４での発電とともに車輪側に制動力（いわゆるエンジンブレーキに相当）を付加し、車輪側の運動エネルギーを回生することもできる。このとき、クラッチ２が遮断されていることから、車輪側の運動エネルギーが内燃機関１での機械的損失として浪費されることを防止できる。
【００４１】
以上詳述したように、本実施形態によれば、以下に示す効果が得られるようになる。
（１）本実施形態では、モータ・ジェネレータ４の回転トルクは、プラネタリギヤ４４により減速された回転速度（キャリア軸４４ｃの回転速度）で内燃機関１に伝達される。一方、内燃機関１の回転トルクは、プラネタリギヤ４４においてそのままの回転速度（サンギヤ４４ａの回転速度）でモータ・ジェネレータ４に伝達される。従って、モータ・ジェネレータ４の回転を減速し、より大きな回転トルクで内燃機関１を低回転域で始動することができる。あるいは、内燃機関１を高速で回転し、モータ・ジェネレータ４を高回転域で発電させることができる。以上により、コストの増大を抑制しつつ、内燃機関１の始動性及びモータ・ジェネレータ４の発電効率を向上することができる。
【００４２】
（２）本実施形態では、プラネタリギヤ４４のリングギヤ４４ｂは、不動部に固着されている。従って、例えばリングギヤにブレーキを設けてプラネタリギヤの動作制御（回転速度比の制御）を行う場合に比べ、その構造を簡易化できる。
【００４３】
（３）本実施形態では、第２ワンウェイクラッチ４３は歯車式有段変速機３にギヤ連結される。このギヤ連結において、歯車式有段変速機３は入力軸１４と一体回転（同期回転）する変速段切り替え用のギヤ（２速用駆動ギヤ１８）が共用される。従って、例えば歯車式有段変速機３に専用のギヤを設けて第２ワンウェイクラッチ４３とギヤ連結する場合に比べ、部品点数の増大を抑制できる。
【００４４】
（４）本実施形態では、モータ・ジェネレータ４を従来のスタータ及びオルタネータの代用として内燃機関１の始動及びバッテリ６の充電をできる。従って、これらスタータ及びオルタネータを廃止することができ、部品点数とコストの削減が可能となる。また、車両への搭載性も向上することができる。
【００４５】
（５）本実施形態では、モータ・ジェネレータ４により走行エネルギーを効率よく回生して電力を得ることができる。このため、内燃機関１による駆動で行うモータ・ジェネレータ４での発電頻度が低減され、燃料消費率を向上することができる。
【００４６】
（６）本実施形態では、構造体である第１及び第２ワンウェイクラッチ４１，４３及びプラネタリギヤ４４等を追加するのみの極めて簡易な構成で、内燃機関１の始動性及びモータ・ジェネレータ４の発電効率を向上することができる。
【００４７】
（７）本実施形態では、従来の歯車式有段変速機３を流用してその機能を一部追加するのみで実現することができる。また、例えばモータ・ジェネレータの出力方向を切り替える特別な機構を付加する必要はなく、コストの増大を抑制できる。
【００４８】
（第２実施形態）
以下、本発明を具体化した第２実施形態について図２に従って説明する。なお、説明の便宜上、前記第１実施形態と同様の構成については同一の符号を付してその説明を一部省略する。
【００４９】
図２は、本実施形態において歯車式有段変速機３に連結されるモータ・ジェネレータ５０を示す構成図である。同図に示されるように、モータ・ジェネレータ５０の回転軸５１は略円筒状に形成されており、その一側（図２の右側）にプラネタリギヤ５２のサンギヤ５２ａが設けられている。このプラネタリギヤ５２のリングギヤ５２ｂは不動部に固着されており、シングルピニオン構造を有するキャリア軸５２ｃは上記回転軸５１に回転自在に挿入されている。そして、このキャリア軸５２ｃの一側（図２の右側）に前記第１ワンウェイクラッチ４１のギヤ４１ａに噛合連結された第１実施形態と同様のギヤ４５が一体的に設けられている。また、キャリア軸５２ｃの他側（図１の左側）に第１実施形態と同様の第２ワンウェイクラッチ４３が設けられている。
【００５０】
次に、この動力伝達装置の動作について説明する。なお、モータ・ジェネレータ５０による内燃機関１の始動については第１実施形態と同様であるため説明を省略する。
【００５１】
内燃機関１が回転して第１ワンウェイクラッチ４１のロック状態が解放されるとともに第２ワンウェイクラッチ４３がロック状態になると、２速用駆動ギヤ１８の回転が、ギヤ４３ａを介してキャリア軸５２ｃに伝達される。そして、キャリア軸５２ｃの回転はサンギヤ５２ａを介して更に増速されて回転軸５１に伝達される。以上により、内燃機関１の動力によってモータ・ジェネレータ５０の回転軸５１が回転駆動される。これにより、負荷としてモータ・ジェネレータ５０に発電させ、インバータ５を介してバッテリ６への充電が可能になる。
【００５２】
以上詳述したように、本実施形態によれば、前記第１実施形態と同様の効果に加えて以下に示す効果が得られるようになる。
（１）本実施形態では、内燃機関１の駆動時において、内燃機関１の回転は入力軸１４の２速用駆動ギヤ１８を介して第２ワンウェイクラッチ４３からキャリア軸５２ｃに伝達される。そして、キャリア軸５２ｃの回転はプラネタリギヤ５２（サンギヤ５２ａ）を介してモータ・ジェネレータ５０に伝達される。従って、内燃機関１の駆動時において、キャリア軸５２ｃの回転速度は２速用駆動ギヤ１８により内燃機関１の回転速度に対して減速される。内燃機関１に対して減速されたキャリア軸５２ｃは、プラネタリギヤ５２によって増速され、モータ・ジェネレータ５０（回転軸５１）に伝達される。つまり、キャリア軸５２ｃによりモータ・ジェネレータ５０を駆動させる場合に、前記第１実施形態に比べてより高速にモータ・ジェネレータ５０を回転させることができる。
【００５３】
これによると、一般に発電効率に優れた高速回転域でモータ・ジェネレータ５０を発電機として作用させることが可能になる。また、バッテリ６が十分に充電され且つ内燃機関１が低速回転のときにおいて、モータ・ジェネレータ５０として力行させて車両の出力を補う際に、モータ・ジェネレータ５０を発電から力行へ移行させる際にモータ・ジェネレータ５０の回転速度を大きくさせる必要がなく、好適である。
【００５４】
（２）本実施形態では、従来ギヤ（２速用駆動ギヤ１８）とプラネタリギヤ５２とを使用することで減速比を確保でき、モータ・ジェネレータ５０の小型化が可能となる分、コストを低減できる。また、車両搭載性も向上することができる。
【００５５】
なお、本発明の実施の形態は上記実施形態に限定されるものではなく、次のように変更してもよい。
・前記各実施形態においては、歯車式有段変速機３とモータ・ジェネレータ４，５０とを２速用駆動ギヤ１８及びギヤ４３ａを介してギヤ連結した。これに対し、歯車式有段変速機３とモータ・ジェネレータ４，５０とは、入力軸１４と常時一体的に回転（同期回転）するギヤ、すなわち１速用駆動ギヤ１６、１速及び２速用従動ギヤ２４，２５のいずれかを介してギヤ連結してもよい。例えば、２速用駆動ギヤ１８とギヤ４３ａとを直接噛み合わせた構成に代えて、２速用従動ギヤ２５を経由してギヤ連結してもよい。これにより、装置全体での配置場所に自由度が増し、車両搭載性が向上する。
【００５６】
・前記各実施形態においては、歯車式有段変速機３及びモータ・ジェネレータ４，５０をギヤ連結したが、例えばベルトやチェーン連結を採用してもよい。
・前記各実施形態において、動力伝達の構成は一例であって、本発明を逸脱しない範囲において変更を加えてもよい。
【００５７】
【発明の効果】
以上詳述したように、請求項１又は３に記載の発明によれば、コストの増大を抑制しつつ、内燃機関の始動性及びモータ・ジェネレータの発電効率を向上することができる。
【００５８】
請求項２に記載の発明によれば、モータ・ジェネレータの発電効率をより向上することができる。
請求項４に記載の発明によれば、部品点数の増大を抑制できる。
【図面の簡単な説明】
【図１】本発明に係る第１実施形態のシステム構成図。
【図２】本発明に係る第２実施形態のシステム構成図。
【符号の説明】
１　内燃機関
３　歯車式有段変速機
４，５０　モータ・ジェネレータ
１８　変速段切り替え用のギヤとしての２速用駆動ギヤ
４１　第１ワンウェイクラッチ
４２，５１　回転軸
４３　第２ワンウェイクラッチ
４４，５２　プラネタリギヤ
４４ａ，５２ａ　サンギヤ
４４ｂ，５２ｂ　リングギヤ
４４ｃ，５２ｃ　キャリア軸[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicular power transmission device including both an internal combustion engine and a motor generator as power sources.
[0002]
[Prior art]
In recent years, a so-called hybrid vehicle having both an internal combustion engine and a motor / generator as power sources for the purpose of low exhaust gas and low fuel consumption has been developed. In such a vehicle, as a result of adding a motor generator for driving the vehicle and regenerating energy, three large motors are provided in addition to a conventional motor (starter) for starting the internal combustion engine and an alternator for charging the battery. As a result, the cost is increased in addition to the difficulty in mounting the vehicle.
[0003]
As an attempt to reduce the number of motors and the like, a vehicle power transmission device described in, for example, JP-A-2002-114048 is known. The device described in the publication realizes a reduction in the number of motors and the like by using both the motor for starting the internal combustion engine and the motor / generator.
[0004]
In other words, this vehicle power transmission device uses a gear type stepped transmission having excellent transmission efficiency employed in a manual transmission, and operates a clutch operation (connection / disconnection) between the internal combustion engine and the gear type stepped transmission. The transmission is provided with a mechanism for automating a mechanism for automating a shift operation (switching of a shift stage) and a mechanism for automating a shift operation (gear ratio switching). By combining the transmission with a motor / generator, the transmission and the motor are also used.
[0005]
That is, a motor generator is attached to this transmission via a mechanism similar to a well-known shift device, and the transmission path is switched between power input and output using this. This sometimes couples the input shaft of the transmission and the rotating shaft of the motor generator via gears. Then, for example, the motor / generator is driven to transmit the rotational torque from the input shaft of the transmission to the internal combustion engine via the clutch, and the engine is started. Alternatively, power is generated by transmitting the rotational torque of the internal combustion engine from the clutch to the rotary shaft of the motor generator via the input shaft of the transmission.
[0006]
Also, at times, the rotating shaft of the motor / generator and the output shaft of the transmission connected to the driving wheels of the vehicle are connected via a gear to drive the vehicle or regenerate energy.
[0007]
[Problems to be solved by the invention]
By the way, in this vehicle power transmission device, the rotation shaft of the motor / generator and the input shaft (or output shaft) of the transmission have a common rotation based on a predetermined gear ratio regardless of the driving / generation of the motor / generator. They are linked by speed ratio. Therefore, for example, when the input shaft of the transmission and the rotating shaft of the motor / generator are connected to start or generate electric power of the internal combustion engine, it is necessary to use the internal combustion engine in an inefficient state.
[0008]
That is, the motor generator has excellent driving and power generation efficiency near a specific rotation speed. On the other hand, when the internal combustion engine is started, the rotation speed is generally in a low rotation range of about 250 rpm, whereas the rotation speed that becomes dominant during running of the vehicle is in a high rotation range of about 2000 to 2500 rpm. Therefore, when one system of power transmission path is used irrespective of the drive / power generation of the motor / generator, it is used in a state of low efficiency or the like.
[0009]
Alternatively, when a motor / generator that is efficient for driving and generating power in a wide range of the low rotation range and the high rotation range is employed, another problem occurs in that the cost increases.
An object of the present invention is to provide a vehicle power transmission device that can improve the startability of an internal combustion engine and the power generation efficiency of a motor generator while suppressing an increase in cost.
[0010]
[Means for Solving the Problems]
In order to solve the above problems, the invention according to claim 1 includes a gear-type stepped transmission that can be switched to a plurality of gears, a motor generator having a planetary gear provided on a rotating shaft, The motor / generator is provided between the gear type stepped transmission and transmits a rotation torque corresponding to a first rotation speed ratio of the motor generator by the planetary gear to the internal combustion engine via the gear type stepped transmission. A first one-way clutch that does not transmit the rotating torque of the internal combustion engine via the gear-type stepped transmission to the motor-generator, and is provided between the motor-generator and the gear-type stepped transmission. Transmitting the rotation torque of the internal combustion engine via the gear type stepped transmission to the motor generator according to a second rotation speed ratio of the planetary gear. Moni, and summarized in that and a second one-way clutch does not transmit the rotation torque of said motor generator to the gear-type stepped transmission.
[0011]
According to a second aspect of the present invention, in the power transmission device for a vehicle according to the first aspect, the rotational torque of the internal combustion engine via the gear type stepped transmission is transmitted to the second one-way clutch and the carrier of the planetary gear. The gist is to transmit to the motor / generator via a shaft and a sun gear.
[0012]
According to a third aspect of the present invention, in the power transmission device for a vehicle according to the first or second aspect, at least one of the first one-way clutch and the second one-way clutch includes the motor generator and the gear-type stepped clutch. The gist is that the gear is connected to at least one of the transmissions.
[0013]
According to a fourth aspect of the present invention, in the vehicle power transmission device according to the first or second aspect, the second one-way clutch is gear-connected to the gear-type stepped transmission. The gist is that a gear for switching gears that rotates synchronously with the input shaft is shared.
[0014]
(Action)
According to the first or third aspect of the present invention, the rotational torque of the motor generator is transmitted to the internal combustion engine only through the first one-way clutch and through the gear type stepped transmission. At this time, the rotation torque of the motor generator is transmitted to the internal combustion engine at a rotation speed according to the first rotation speed ratio by the planetary gear. On the other hand, the rotational torque of the internal combustion engine via the gear type stepped transmission is transmitted to the motor / generator only via the second one-way clutch. At this time, the rotation torque of the internal combustion engine is transmitted to the motor generator at a rotation speed according to the second rotation speed ratio by the planetary gear. Therefore, for example, the first rotation speed ratio is reduced to reduce the rotation of the motor generator, and the internal combustion engine is started in a low rotation range with a larger rotation torque. Alternatively, the rotation speed of the internal combustion engine is increased by increasing the second rotation speed ratio, and the motor generator is caused to generate power in a high rotation range. As described above, the startability of the internal combustion engine and the power generation efficiency of the motor generator are improved while suppressing an increase in cost.
[0015]
According to the second aspect of the present invention, the rotational torque of the internal combustion engine via the gear type stepped transmission is increased via the second one-way clutch, the planetary gear carrier shaft and the sun gear and transmitted to the motor generator. Is done. Therefore, the motor generator generates electric power in a higher rotational speed range, and its efficiency is improved.
[0016]
According to the invention described in claim 4, the second one-way clutch is gear-coupled to the gear-type stepped transmission, and the gear-type stepped transmission shares a gear for switching gears that rotates synchronously with the input shaft. You. Therefore, an increase in the number of parts is suppressed as compared with a case where a dedicated gear is provided in a gear-type stepped transmission and the second one-way clutch is gear-coupled.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
(1st Embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIG.
[0018]
FIG. 1 is a system configuration diagram showing a power transmission device for a hybrid vehicle to which the present embodiment is applied. This device includes an internal combustion engine 1 having an electronic throttle actuator whose output can be adjusted, a clutch 2, a gear type stepped transmission 3, a motor generator 4, an inverter 5, and a battery 6.
[0019]
The clutch 2 is disposed between the internal combustion engine 1 and the gear type stepped transmission 3, and has a flywheel 12 fixed to a crankshaft 11 of the internal combustion engine 1 and a clutch disk 13. The clutch 2 switches connection / disconnection of power between the internal combustion engine 1 and the gear type stepped transmission 3. In the present embodiment, the connection and disconnection of the power by the clutch 2 are performed by an actuator that is driven and controlled by a controller (not shown). The connection / disconnection of the power is automatically switched in accordance with various states detected by the controller (such as the operating state of the internal combustion engine 1, the running state, and the state of charge of the battery 6).
[0020]
The gear type stepped transmission 3 is switchable to a plurality of gears, and has an input shaft 14 and an output shaft 15 arranged substantially parallel to the input shaft 14. The clutch disc 13 is connected to the input shaft 14 by a spline or the like so as to be slidable in the axial direction and non-rotatably in the circumferential direction. The input shaft 14 is integrally provided with a first-speed drive gear 16, a reverse drive gear 17, and a second-speed drive gear 18 from one side (left side in FIG. 1 which is the clutch 2 side). . A third-speed drive gear 19, a fourth-speed drive gear 20, and a fifth-speed drive gear 21 are rotatable on the input shaft 14 from one side (left side in FIG. 1) adjacent to the second-speed drive gear 18. It is attached to.
[0021]
The output shaft 15 is integrally provided with a drive gear 23 meshed and connected to a driven gear 22a of the differential device 22 on one side (the left side in FIG. 1). Therefore, when the output shaft 15 rotates, the rotational torque is transmitted to the differential device 22 (the driven gear 22a) via the drive gear 23, and drives the shafts 22b and 22c connected to both drive wheels of the vehicle.
[0022]
A first-speed driven gear 24 and a second-speed driven gear 25 are attached to the output shaft 15 so as to be idle from one side (left side in FIG. 1) corresponding to the input shaft 14, and a third-speed driven gear 26 A fourth speed driven gear 27 and a fifth speed driven gear 28 are integrally provided. These driven gears 24 to 28 are meshed and connected to the corresponding drive gears 16, 18 to 21.
[0023]
In the output shaft 15, a hub member 31 provided with a spline on the outer periphery is provided between the first speed and second speed driven gears 24 and 25 so as to rotate integrally with the output shaft 15. The first and second speed driven gears 24 and 25 are provided with protrusions 24a and 25a having the same splines as the hub member 31 on the hub member 31 side, respectively.
[0024]
On the other hand, on the input shaft 14, a spline is provided on the outer periphery between the third-speed and fourth-speed drive gears 19 and 20 and on the other side of the fifth-speed drive gear 21 (the right side in FIG. 1 opposite to the clutch 2). The provided hub members 32 and 33 are provided so as to rotate integrally with the input shaft 14. The third to fifth speed drive gears 19 to 21 are provided with protrusions 19a, 20a and 21a having splines similar to the hub members 32 and 33 on the hub members 32 and 33 side, respectively.
[0025]
On the outer peripheral side of the hub members 31 to 33, splines which engage with the splines of the hub members 31 to 33 and which can selectively engage with the splines of the corresponding projecting portions 19a to 21a, 24a, 25a are provided. Sleeves 34, 35 and 36 provided on the peripheral side are provided. The sleeves 34 to 36 are moved in the axial direction by a fork member (not shown) to connect the hub members 31 to 33 to the corresponding protrusions 19 a to 21 a, 24 a, 25 a (gears 19 to 21, 24, 25), Or, it is arranged at the neutral position (neutral state) to release the connection.
[0026]
By the movement of the sleeves 34 to 36 via the fork members, the hub members 31 to 33 and the corresponding protruding portions 19a to 21a, 24a, 25a (gears 19 to 21, 24, 25) are selectively connected / disconnected. A plurality of gear stages in the gear type stepped transmission 3 are realized.
[0027]
A reversing driven gear 37 is provided on the outer peripheral side of the sleeve 34. An idler gear 39 movable in the axial direction is provided on a shaft 38 arranged in parallel with the input shaft 14 and the output shaft 15. The idler gear 39 is meshed with the reverse drive gear 17 and the reverse driven gear 37 in accordance with the position in the axial direction, thereby realizing a reverse shift speed. At the other shift speeds, the idler gear 39 is disposed at the neutral position, the connection is released, and the idler gear 39 idles.
[0028]
In the present embodiment, the movement of the sleeves 34 to 36 via the fork member and the like are performed by an actuator that is driven and controlled by a controller (not shown). The shift speed is automatically switched according to various states detected by the controller (the operating state of the internal combustion engine 1, the running state, the state of charge of the battery 6, and the like).
[0029]
At the other end of the input shaft 14 (on the right side in FIG. 1 opposite to the clutch 2), there is provided a first one-way clutch 41 having a gear 41a meshed with the motor / generator 4 on an outer peripheral portion. ing.
[0030]
The motor generator 4 is a well-known AC machine that generates electric power by rotating the rotating shaft 42 by an external force and rotates the rotating shaft 42 by feeding power. It is juxtaposed. The motor / generator 4 is provided with a second one-way clutch 43 on one side (left side in FIG. 1) of the rotating shaft 42. The second one-way clutch 43 has a gear 43a on its outer periphery that is meshed and connected to the second-speed drive gear 18 of the input shaft 14, and the input shaft 14 (the second-speed drive gear 18) is connected to one side ( The rotation torque is transmitted to the rotation shaft 42 via the gear 43a only when the rotation is driven in the rotation direction A) in FIG. Then, the rotating shaft 42 rotates on the other side (a rotating direction B opposite to the rotating direction A in FIG. 1) with respect to the input shaft 14 at a rotation speed corresponding to the gear ratio of the second speed drive gear 18 and the gear 43a. .
[0031]
Further, the motor generator 4 is provided with a sun gear 44a of a planetary gear 44 on the other side (the right side in FIG. 1) of the rotating shaft 42 coaxially therewith. Therefore, the rotation speed of the rotating shaft 42 matches the rotation speed of the sun gear 44a. The ring gear 44b of the planetary gear 44 is fixed to an immobile portion, and a gear 45 meshed with the gear 41a of the first one-way clutch 41 is integrally provided on a carrier shaft 44c having a double pinion structure. . The first one-way clutch 41 transmits the rotational torque to the input shaft 14 via the gear 41a only when the carrier shaft 44c (the gear 45) is rotationally driven to the other side (the rotational direction B in FIG. 1). Therefore, the carrier shaft 44c rotates at a rotation speed corresponding to the reduction ratio (first rotation speed ratio) of the planetary gear 44 with respect to the rotation shaft 42. Then, the input shaft 14 rotates to one side (rotation direction A in FIG. 1) at a rotation speed corresponding to the gear ratio of the gears 45 and 41a with respect to the carrier shaft 44c.
[0032]
When the input shaft 14 is driven to rotate in one direction (rotation direction A in FIG. 1), the first one-way clutch 41 is arranged to idle. Therefore, the rotational torque to one side of the input shaft 14 is not transmitted to the gear 41a in the first one-way clutch 41. When the rotation shaft 42 (the carrier shaft 44c) is driven to rotate on the other side (the rotation direction B in FIG. 1), the second one-way clutch 43 is arranged to idle. Therefore, the rotational torque to the other side of the rotating shaft 42 (the carrier shaft 44c) is not transmitted to the input shaft 14 (the second speed drive gear 18) in the second one-way clutch 43.
[0033]
The drive of the inverter 5 is controlled by a controller (not shown). The inverter 5 converts DC power from the battery 6 into AC power and supplies the AC power to the motor generator 4, or converts the AC power generated by the motor generator 4 into DC power. And the battery 6 is charged.
[0034]
Next, the operation of the power transmission device will be described.
First, starting of the internal combustion engine 1 by the motor generator 4 will be described. At this time, the clutch 2 is brought into the connected state of power, and the sleeves 34 to 36 and the idler gear 39 are put into the neutral state by the controller, so that the gear type stepped transmission 3 is brought into the neutral state. Then, the inverter 5 is driven to supply AC power to the motor generator 4 to drive the rotating shaft 42 in the rotation direction B. The rotating torque of the rotating shaft 42 is increased with the reduction through the planetary gear 44 and transmitted to the carrier shaft 44c. Since the input shaft 14 is on the driven side and the first one-way clutch 41 is in the locked state, the rotational torque of the carrier shaft 44c is further increased with the reduction through the gears 45 and 41a and transmitted to the input shaft 14. . The gears 45 and 41a have a large reduction ratio so that a sufficient rotational torque for starting the internal combustion engine 1 can be obtained. Then, the rotational torque of the input shaft 14 is transmitted via the clutch 2, and the crankshaft 11 starts rotating. When the rotation speed of the crankshaft 11 increases and reaches a rotation speed of, for example, about 200 rpm, the internal combustion engine 1 can be started.
[0035]
When the internal combustion engine 1 is started and the rotation speed increases together with the clutch 2 and the gear type stepped transmission 3 (the input shaft 14), and reaches a rotation speed of, for example, about 600 rpm, the rotation speed of the input shaft 14 becomes the rotation of the gear 41a. Exceeds speed. Then, the locked state of the first one-way clutch 41 is released naturally. At the same time, the rotation speed of the gear 43 a via the second speed drive gear 18 exceeds the rotation speed of the rotating shaft 42. Accordingly, the second one-way clutch 43 is locked, and the rotation torque of the second speed drive gear 18 via the gear 43a is transmitted to the rotation shaft 42. The reduction gear ratio of the second speed drive gear 18 and the gear 43a is reduced to such an extent that the motor / generator 4 does not over rotate in the entire rotation range of the internal combustion engine 1. Then, the rotating shaft 42 of the motor / generator 4 is driven to rotate by the power of the internal combustion engine 1. As described above, when the internal combustion engine 1 is rotating at high speed, the motor / generator 4 generates power as a load, and the battery 6 can be charged via the inverter 5. That is, the motor generator 4 in this state plays a role as a so-called alternator.
[0036]
Here, the power generation of the motor generator 4 will be further described. The motor / generator 4 is de-energized, and the rotational torque of the input shaft 14 in the rotational direction A is transmitted to the second-speed drive gear 18 and the gear 43a regardless of whether the clutch 2 is connected or disconnected. At this time, since the motor / generator 4 is in the non-energized state, the second one-way clutch 43 is in the locked state, and the rotating shaft 42 is rotated in the rotation direction B. Therefore, by controlling the motor / generator 4 so as to provide a load in the rotation direction B, the power can be generated.
[0037]
In particular, when the vehicle is stopped, the gear type stepped transmission 3 is set in a neutral state. Then, the clutch 2 is connected and the idle rotation of the internal combustion engine 1 is transmitted to the rotating shaft 42 in the same manner, so that power generation is possible.
[0038]
Further, for example, when the charge capacity of the battery 6 is sufficient and the internal combustion engine 1 is rotating at a relatively low speed, the power of the internal combustion engine 1 is supplemented by running the motor / generator 4 as an electric motor, and the output of the vehicle is reduced. It can also help accelerate. Therefore, if the motor / generator 4 is further driven during driving by the driving force of the internal combustion engine 1, the driving force of the motor / generator 4 is taken into account, so that driving that is stronger than traveling by only the internal combustion engine 1 becomes possible, and It can be used during driving or overtaking acceleration.
[0039]
Further, when the charge capacity of the battery 6 is in the normal state, the amount of power generated by the motor generator 4 is controlled as a load applied to the internal combustion engine 1. As a result, the internal combustion engine 1 can be driven with better combustion efficiency, and the fuel consumption rate can be improved.
[0040]
Furthermore, at the time of deceleration of the vehicle, the power transmission of the clutch 2 is cut off in a state where the gear type stepped transmission 3 is in any speed other than neutral, and the power generation ( Load). Thus, a braking force (corresponding to a so-called engine brake) is applied to the wheels together with the power generation by the motor generator 4, and the kinetic energy of the wheels can be regenerated. At this time, since the clutch 2 is disconnected, the kinetic energy on the wheel side can be prevented from being wasted as mechanical loss in the internal combustion engine 1.
[0041]
As described in detail above, according to the present embodiment, the following effects can be obtained.
(1) In the present embodiment, the rotation torque of the motor generator 4 is transmitted to the internal combustion engine 1 at a rotation speed reduced by the planetary gears 44 (the rotation speed of the carrier shaft 44c). On the other hand, the rotation torque of the internal combustion engine 1 is transmitted to the motor generator 4 at the same rotation speed (the rotation speed of the sun gear 44a) in the planetary gear 44. Therefore, the rotation of the motor / generator 4 can be reduced, and the internal combustion engine 1 can be started in a low rotation range with a larger rotation torque. Alternatively, the internal combustion engine 1 can be rotated at a high speed, and the motor generator 4 can generate electric power in a high rotation range. As described above, the startability of the internal combustion engine 1 and the power generation efficiency of the motor generator 4 can be improved while suppressing an increase in cost.
[0042]
(2) In the present embodiment, the ring gear 44b of the planetary gear 44 is fixed to a stationary part. Therefore, for example, the structure can be simplified as compared with the case where the brake is provided on the ring gear to control the operation of the planetary gear (control of the rotational speed ratio).
[0043]
(3) In the present embodiment, the second one-way clutch 43 is gear-connected to the gear type stepped transmission 3. In this gear connection, the gear-type stepped transmission 3 shares a gear (second-speed drive gear 18) for changing gears that rotates integrally with the input shaft 14 (synchronous rotation). Therefore, an increase in the number of parts can be suppressed as compared with a case where a dedicated gear is provided in the gear type stepped transmission 3 and the second one-way clutch 43 is gear-coupled.
[0044]
(4) In the present embodiment, the motor generator 4 can be used as a substitute for a conventional starter and alternator to start the internal combustion engine 1 and charge the battery 6. Therefore, the starter and the alternator can be eliminated, and the number of parts and the cost can be reduced. Further, the mountability on a vehicle can be improved.
[0045]
(5) In the present embodiment, electric power can be obtained by efficiently regenerating the traveling energy by the motor / generator 4. Therefore, the frequency of power generation by the motor / generator 4 driven by the internal combustion engine 1 is reduced, and the fuel consumption rate can be improved.
[0046]
(6) In the present embodiment, the startability of the internal combustion engine 1 and the power generation of the motor / generator 4 are very simple with only the addition of the first and second one-way clutches 41 and 43 and the planetary gear 44 as the structures. Efficiency can be improved.
[0047]
(7) In the present embodiment, the conventional gear type stepped transmission 3 can be realized by simply diverting the function and partially adding its function. Further, for example, it is not necessary to add a special mechanism for switching the output direction of the motor generator, and it is possible to suppress an increase in cost.
[0048]
(2nd Embodiment)
Hereinafter, a second embodiment of the present invention will be described with reference to FIG. For convenience of description, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is partially omitted.
[0049]
FIG. 2 is a configuration diagram showing a motor generator 50 connected to the gear type stepped transmission 3 in the present embodiment. As shown in the drawing, the rotating shaft 51 of the motor generator 50 is formed in a substantially cylindrical shape, and a sun gear 52a of a planetary gear 52 is provided on one side (the right side in FIG. 2). A ring gear 52b of the planetary gear 52 is fixed to an immovable portion, and a carrier shaft 52c having a single pinion structure is rotatably inserted into the rotation shaft 51. A gear 45 similar to that of the first embodiment, which is in mesh with the gear 41a of the first one-way clutch 41, is integrally provided on one side (the right side in FIG. 2) of the carrier shaft 52c. A second one-way clutch 43 similar to that of the first embodiment is provided on the other side (the left side in FIG. 1) of the carrier shaft 52c.
[0050]
Next, the operation of the power transmission device will be described. Note that the start of the internal combustion engine 1 by the motor / generator 50 is the same as in the first embodiment, and a description thereof will be omitted.
[0051]
When the internal combustion engine 1 rotates to release the locked state of the first one-way clutch 41 and lock the second one-way clutch 43, the rotation of the second speed drive gear 18 is transmitted to the carrier shaft 52c via the gear 43a. Is transmitted. The rotation of the carrier shaft 52c is further increased in speed via the sun gear 52a and transmitted to the rotation shaft 51. As described above, the rotating shaft 51 of the motor generator 50 is driven to rotate by the power of the internal combustion engine 1. This allows the motor / generator 50 to generate power as a load, and allows the battery 6 to be charged via the inverter 5.
[0052]
As described in detail above, according to the present embodiment, the following effects can be obtained in addition to the same effects as in the first embodiment.
(1) In the present embodiment, when the internal combustion engine 1 is driven, the rotation of the internal combustion engine 1 is transmitted from the second one-way clutch 43 to the carrier shaft 52c via the second speed drive gear 18 of the input shaft 14. The rotation of the carrier shaft 52c is transmitted to the motor generator 50 via the planetary gear 52 (sun gear 52a). Therefore, when the internal combustion engine 1 is driven, the rotation speed of the carrier shaft 52c is reduced by the second speed drive gear 18 with respect to the rotation speed of the internal combustion engine 1. The speed of the carrier shaft 52c reduced in speed with respect to the internal combustion engine 1 is increased by the planetary gear 52 and transmitted to the motor / generator 50 (rotary shaft 51). That is, when the motor generator 50 is driven by the carrier shaft 52c, the motor generator 50 can be rotated at a higher speed than in the first embodiment.
[0053]
According to this, it becomes possible to make the motor generator 50 act as a generator in a high-speed rotation region generally having excellent power generation efficiency. Further, when the battery 6 is sufficiently charged and the internal combustion engine 1 is rotating at a low speed, when the motor generator 50 is driven to power to supplement the output of the vehicle, when the motor generator 50 is shifted from power generation to power running, It is not necessary to increase the rotation speed of the generator 50, which is preferable.
[0054]
(2) In the present embodiment, the reduction ratio can be secured by using the conventional gear (the second-speed drive gear 18) and the planetary gear 52, and the cost can be reduced because the motor generator 50 can be downsized. . In addition, vehicle mountability can be improved.
[0055]
Note that the embodiment of the present invention is not limited to the above embodiment, and may be modified as follows.
In the above embodiments, the gear type stepped transmission 3 and the motor generators 4 and 50 are gear-connected via the second speed drive gear 18 and the gear 43a. On the other hand, the gear-type stepped transmission 3 and the motor generators 4 and 50 are gears that rotate (synchronously rotate) constantly and integrally with the input shaft 14, that is, the first-speed drive gear 16, first-speed and second-speed gears. Gears may be connected via either one of the driven gears 24 and 25. For example, instead of the configuration in which the second speed drive gear 18 and the gear 43a are directly engaged, the gears may be connected via the second speed driven gear 25. As a result, the degree of freedom in the arrangement location of the entire device is increased, and the mountability on the vehicle is improved.
[0056]
In the above embodiments, the gear-type stepped transmission 3 and the motor generators 4 and 50 are connected by gears. However, for example, a belt or a chain connection may be adopted.
In the above embodiments, the configuration of the power transmission is an example, and changes may be made without departing from the scope of the present invention.
[0057]
【The invention's effect】
As described in detail above, according to the first or third aspect of the invention, the startability of the internal combustion engine and the power generation efficiency of the motor generator can be improved while suppressing an increase in cost.
[0058]
According to the invention described in claim 2, the power generation efficiency of the motor generator can be further improved.
According to the fourth aspect, an increase in the number of parts can be suppressed.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a first embodiment according to the present invention.
FIG. 2 is a system configuration diagram of a second embodiment according to the present invention.
[Explanation of symbols]
1 Internal combustion engine
3 Gear type stepped transmission
4,50 motor generator
18 Second-speed drive gear as gear for switching gears
41 1st one-way clutch
42, 51 Rotation axis
43 2nd one-way clutch
44,52 planetary gear
44a, 52a Sun gear
44b, 52b Ring gear
44c, 52c Carrier shaft

Claims (4)

複数の変速段に切り替え可能な歯車式有段変速機と、
回転軸にプラネタリギヤが設けられたモータ・ジェネレータと、
前記モータ・ジェネレータと前記歯車式有段変速機との間に設けられ、該モータ・ジェネレータの前記プラネタリギヤによる第１回転速度比に応じた回転トルクを該歯車式有段変速機を介して内燃機関に伝達するとともに、該内燃機関の該歯車式有段変速機を介した回転トルクを該モータ・ジェネレータに伝達しない第１ワンウェイクラッチと、
前記モータ・ジェネレータと前記歯車式有段変速機との間に設けられ、前記内燃機関の該歯車式有段変速機を介した回転トルクを前記プラネタリギヤによる第２回転速度比に応じて前記モータ・ジェネレータに伝達するとともに、該モータ・ジェネレータの回転トルクを該歯車式有段変速機に伝達しない第２ワンウェイクラッチとを備えたことを特徴とする車両用動力伝達装置。A gear-type stepped transmission that can be switched to a plurality of gears,
A motor / generator having a planetary gear on the rotating shaft,
An internal combustion engine provided between the motor generator and the gear type stepped transmission, the rotation torque corresponding to a first rotation speed ratio by the planetary gear of the motor generator being transmitted through the gear type stepped transmission; And a first one-way clutch that does not transmit the rotational torque of the internal combustion engine via the gear type stepped transmission to the motor / generator,
The motor is provided between the motor generator and the gear-type stepped transmission, and the rotational torque of the internal combustion engine via the gear-type stepped transmission is changed according to a second rotation speed ratio of the planetary gear. And a second one-way clutch that transmits the rotation torque of the motor / generator to the gear-type stepped transmission while transmitting the torque to the generator. 請求項１に記載の車両用動力伝達装置において、
前記内燃機関の前記歯車式有段変速機を介した回転トルクを、前記第２ワンウェイクラッチ、前記プラネタリギヤのキャリア軸及びサンギヤを介して前記モータ・ジェネレータに伝達することを特徴とする車両用動力伝達装置。The power transmission device for a vehicle according to claim 1,
Power transmission for a vehicle, wherein a rotational torque of the internal combustion engine via the gear type stepped transmission is transmitted to the motor / generator via the second one-way clutch, a carrier shaft of the planetary gear and a sun gear. apparatus. 請求項１又は２に記載の車両用動力伝達装置において、
前記第１ワンウェイクラッチ及び前記第２ワンウェイクラッチの少なくとも一方は、前記モータ・ジェネレータ及び前記歯車式有段変速機の少なくとも一方にギヤ連結されたことを特徴とする車両用動力伝達装置。The vehicle power transmission device according to claim 1 or 2,
At least one of the first one-way clutch and the second one-way clutch is gear-connected to at least one of the motor generator and the gear-type stepped transmission. 請求項１又は２に記載の車両用動力伝達装置において、
前記第２ワンウェイクラッチは前記歯車式有段変速機にギヤ連結され、該歯車式有段変速機は入力軸と同期回転する変速段切り替え用のギヤを共用したことを特徴とする車両用動力伝達装置。The vehicle power transmission device according to claim 1 or 2,
The second one-way clutch is gear-coupled to the gear-type stepped transmission, and the gear-type stepped transmission shares a gear for switching gears that rotates synchronously with an input shaft. apparatus.
JP2002190261A 2002-06-28 2002-06-28 Power transmission device for vehicle Expired - Fee Related JP4445185B2 (en)

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