JP2013096555A - Connecting mechanism for driving device or the like - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a connecting mechanism for a driving device, etc. of automobiles, in which drag resistance which occurs when releasing the connecting mechanism is reduced.SOLUTION: The connecting mechanism, which is a connecting mechanism for power transmission paths, includes a one-way clutch 74 and a mechanical connecting/disconnecting means 52a in which a sleeve 70 or a pole 52b can mesh with dog teeth 44a, 58 and 58c in parallel with the one-way clutch 74.

Description

  The present invention relates to a connecting mechanism for a so-called hybrid vehicle drive device having two types of power sources, for example, an internal combustion engine and an electric motor. In particular, the power input from the engine can be transmitted to an output shaft via a planetary gear. The present invention relates to a coupling mechanism such as an automobile drive device provided with a plurality of motors.

  2. Description of the Related Art Conventionally, a multi-plate brake or a multi-plate clutch is generally used as a coupling mechanism such as a brake or a clutch in this type of automobile drive device. (For example, refer to Patent Document 1).

US Pat. No. 6,478,705

  However, the conventional connecting mechanism such as the driving device for automobiles has a problem in that drag resistance is generated during idling when the connecting mechanism is not fastened, resulting in deterioration of fuel consumption.

The problem to be solved is that drag resistance is generated during idling, and the fuel consumption at high speed is deteriorated particularly when a wet multi-plate brake is used.
It is an object of the present invention to reduce drag resistance that occurs during high-speed traveling or the like in a coupling mechanism used in an automobile drive device or the like.

A coupling mechanism such as an automobile driving device of the present invention is a coupling mechanism provided in a power transmission path, and the coupling mechanism is configured to bite a sleeve or a pole on a dog tooth in parallel with the one-way clutch and the one-way clutch. A mechanical connection / release means that can be matched is provided.

The connection mechanism such as the automobile drive device of the present invention can reduce drag resistance at the time of release while enabling transmission of various powers by connection / release by the connection mechanism.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. It is an expanded sectional view of the A section of FIG. It is the expanded sectional view cut | disconnected along the BB line of FIG. It is sectional drawing cut | disconnected along CC line of FIG. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 1. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 2. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention. It is an expanded sectional view of the G section of FIG. It is sectional drawing cut | disconnected along the HH line | wire of FIG. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 3. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 4 of this invention. It is a figure which shows the operation | movement table | surface in the drive device for motor vehicles of Example 4. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 5 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 6 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 7 of this invention. It is a figure which shows the action | operation table | surface in the drive device for motor vehicles of Example 7. FIG. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 8 of this invention.

  Hereinafter, a connecting device according to an embodiment of the present invention will be described with reference to the drawings based on each example applied to an automobile drive device.

FIG. 1 is a skeleton diagram of a main part of an automobile drive device including a coupling mechanism according to Embodiment 1 of the present invention.
The vehicle drive device having the coupling mechanism of the first embodiment includes an input shaft 10 driven from the engine 1 and an output shaft 12 provided coaxially with the input shaft 10. The output shaft 12 drives the wheels of an automobile via a differential device (not shown).
Between the input shaft 10 and the output shaft 12, there are arranged three planetary gear sets, a first planetary gear set 20, a second planetary gear set 30, and a third planetary gear set 40. The first planetary gear set 20, the second planetary gear set 30, and the third planetary gear set 40 are all generally called single pinion types, and have the same configuration.

In other words, the first planetary gear set 20 includes a first carrier that rotatably supports a first sun gear 22, a first ring gear 24, and a plurality of first pinions 26 that mesh with the first sun gear 22 and the first ring gear 24. 28, and constitutes a power split planetary gear set.
The second planetary gear set 30 includes a second carrier that rotatably supports a second sun gear 32, a second ring gear 34, and a plurality of second pinions 36 engaged with the second sun gear 32 and the second ring gear 34. 38 and three rotation elements, and constitutes an input gear group.
Similarly, the third planetary gear set 40 includes a third carrier that rotatably supports a third sun gear 42, a third ring gear 44, and a plurality of third pinions 46 that mesh with the third sun gear 42 and the third ring gear 44. 48 and three rotational elements, and constitutes a reduction gear.

Next, the connection relationship between each of the rotating elements and other rotating members will be described.
The input shaft 10 is connected to the second carrier 38.
The second sun gear 32 can be fixed to the case (stationary portion) 52 by the brake 50 and can be connected to the second ring gear 34 only in one rotational direction by the first one-way clutch 54. The second ring gear 34 is connected to the first ring gear 24.
The first sun gear 22 is connected to the first M / G 56.
The first carrier 28 is connected to the third carrier 48 and to the output shaft 12.
The third sun gear 42 is connected to the second M / G 58 and can be connected to the first ring gear 24 via the clutch 60 and the second ring gear 34.

The third ring gear 44 can be fixed to the case 52 only in one rotational direction via the second one-way clutch 74, and can be mechanically fixed by the fixing device 52a regardless of the rotational direction.
That is, the fixing device 52 a can fix the third ring gear 44 to the case 52 by engaging the pawl 52 b with the dog tooth groove 44 a formed on the outer periphery of the third ring gear 44.
The second one-way clutch 74 prevents the third ring gear 44 from rotating in the direction opposite to the rotation direction of the engine 1.
The second one-way clutch 74 constitutes the one-way clutch of the present invention, the dog tooth groove 44a constitutes the dog tooth of the present invention, and the fixing device 52a constitutes the mechanical connection / release means of the present invention.

  Here, the first one-way clutch 54 described above constitutes a first engagement element, and the brake 50 constitutes a second engagement element. The first one-way clutch 54 and the brake 50 also constitute fixing means for fixing the first ring gear to the case 52 by simultaneously engaging them.

The first one-way clutch 54 is configured to lock (engage) the second sun gear 32 relative to the first ring gear 24 in the same direction as the rotational direction of the engine 1. A well-known mechanical type is used.
Accordingly, when the second carrier 38 connected to the input shaft 10 is driven by the engine 1 and the brake 50 is released and the second sun gear 32 tries to rotate in the same direction as the rotational direction of the engine 1, the first one-way clutch 54 The second planetary gear set 30 is integrated with the first ring gear 24.

On the contrary, when the second ring gear 34 tries to rotate in the direction opposite to the rotation direction of the engine 1, the first one-way clutch 54 is engaged with the second sun gear 32 and the second planetary gear 34 is engaged. The gear set 30 is integrated.
Further, the first one-way clutch 54 is not limited to the above, and the same function can be achieved even if it is provided between the second carrier 38 and the second sun gear or between the second carrier 38 and the second sun gear 32. .

Here, the operation for releasing the fixing device 52a will be described with reference to FIGS.
In the following description, the rotation in the same direction as the rotation direction of the engine 1 is defined as “forward rotation” and the opposite is defined as “reverse rotation”.
In general, when mechanical engagement is provided in parallel with the one-way clutch, a large force is required to release the mechanical engagement, and an impact may occur at the moment when the engagement is released.

That is, when the torque acting on the object (in this case, the third ring gear 44) is received by the one-way clutch in one rotational direction and mechanically engaged in the other rotational direction, it is received mechanically. Even if there is no torque acting on the object later, torque remains between the one-way clutch and the mechanical mesh.
For this reason, when releasing the mechanical engagement, it is necessary to remove it against the residual torque. The following description is a configuration and operation for facilitating the release.

2 is an enlarged view showing a cross section of a portion A in FIG. 1, and FIG. 3 is an enlarged view showing a cross section taken along the line BB in FIG. 4 is a cross-sectional view taken along the line CC in FIG.
In FIG. 2, a dog tooth groove 44 a that engages with a pawl 52 b of the fixing device 52 a and an outer peripheral surface 44 b that contacts a sprag 74 a of the second one-way clutch 74 are formed on the outer periphery of the third ring gear 44. 2 shows a state where the teeth 52e of the pole 52b are engaged with the dog tooth groove 44a as shown in FIG.

  In FIG. 4, teeth 52e formed on the inner side of the fixing device 52a mesh with dog tooth grooves 44a formed on the outer periphery of the third ring gear 44. The pole 52b is locked to the case 52 by a pin 52d, and can swing around the pin 52d. Therefore, when the pole 52b swings clockwise from the state shown in FIG. 4, the engagement with the dog tooth groove 44a is released.

The second one-way clutch 74 has a sprag 74a that acts as a wedge between the third ring gear 44 and the outer ring 74b, and the third ring gear 44 is free to rotate forward but is reversely rotated. The wedge action prevents it.
As shown in FIGS. 2 and 3, the spline teeth 74 c formed outside the outer ring 74 b are engaged with the spline grooves 52 c formed in the case 52. A spring 72 is inserted between the spline teeth 74c and the spline groove 52c, and there is a play of a rotation amount indicated by “D” in the rotation direction.

The spring 72 is a leaf spring and constitutes an elastic body of the present invention. The spring 72 has a ring shape in which the ring portion 72a shown in FIG. 2 corresponds to the outer ring 74b. The outer peripheral portion 72b enters the radial gap between the spline groove 52c and the spline teeth 74c from the radially outermost portion of the ring portion 72a and is bent radially inward from one end side portion of the outer peripheral portion 72b as shown in FIG. The tongue portion 72c is formed so as to press the spline teeth 74c in the rotation direction.
Therefore, the spline teeth 74c are moved toward the left side (counterclockwise direction) of the spline groove 52c by the elasticity of the tongue portion 72c. When the second one-way clutch 74 prevents reverse rotation of the third ring gear 44, the tongue 72c is bent and the play D is packed.

  As shown in FIG. 4, there is some play (gap) in the rotational direction between the dog tooth groove 44a and the tooth 52e that are meshed with each other in the fixing device 52a, and the tooth surface shape of the dog tooth groove 44a and the tooth 52e. Further, the third ring gear 44 slightly rotates when the two mesh with each other or when the chamfering F is released due to the influence of the chamfering E at the tip of the dog tooth groove 44a or the chamfering F at the tip of the tooth 52e. This rotation amount is defined as “G” as a value corresponding to the rotation amount D described above.

When the torque is applied to the third ring gear 44 in a state in which both are engaged, and the rotation is in the forward rotation direction, the rotation is blocked by the fixing device 52a, and in the reverse rotation direction, the second one-way clutch 74 is To prevent.
For this reason, after the forward rotation direction torque is applied and the rotation is blocked by the fixing device 52a, the third ring gear 44 is rotated by the maximum rotation amount G in the reverse rotation direction to release the engagement of the fixing device 52a. Thus, the engagement of the pole 52b can be smoothly released.
Therefore, by setting the rotation amount D to be larger than the rotation amount G, there is enough force to overcome the elastic force of the tongue 72c when the pawl 52b is swung and the tooth 52e is disengaged from the dog tooth groove 44a. It ’s fine and there ’s no impact.

Next, the operation of the automobile drive device provided with the coupling mechanism shown in FIG. 1 will be described with reference to the operation table shown in FIG.
In the operation table of FIG. 5, a traveling mode and each driving mode to be described are assigned in the vertical direction, and fastening elements such as a brake and M / G are assigned in the horizontal direction. That is, the clutch 60 is “C”, the brake is “B”, the fixing device 52a is “L”, the first one-way clutch 54 is “OWC1”, the second one-way clutch 74 is “OWC2”, and the first M / G 56 is “M”. / G1 "and the second M / G58 were" M / G2 ".

  In the table, ◯ indicates engagement / engagement in the engagement element such as the clutch 60, and in 1M / G56 and 2M / G58, it indicates driving, and △ indicates 1M / G56 and 2M. / G58 represents power generation. In addition, the sign “−” in the first M / G 56 and the second M / G 58 indicates that the stop is possible.

Although not shown, the automobile drive device shown in FIG. 1 is provided with a hydraulic pump, a battery, various sensors, a controller, an actuator, and the like as necessary in order to operate it. Based on the instructions.
Further, the gear ratio of each planetary gear set (the number of teeth of the sun gear / the number of teeth of the ring gear) is α1 for the first planetary gear set 20, α2 for the second planetary gear set 30, and the third planetary gear. In the gear set 40, α3 is set.

First, EV travel that runs as an electric vehicle (EV) using only the electric power stored in the battery as a power source will be described.
There are five types of EV driving modes: forward E-1 mode to E-4 mode and reverse ER mode.
The E-1 mode is driving using only the second M / G 58. That is, since the third ring gear 44 is prevented from rotating in the reverse rotation direction by the second one-way clutch 74, the second M / G 58 is connected to the output shaft 12 by driving the third sun gear 42 in the forward rotation direction. 3 The carrier 48 is driven to decelerate.
In this case, the output torque To is T2 (1 + α3) / α3 when the torque of the second M / G 58 is T2. At this time, the first M / G 56 can be stopped.

Next, the E-2 mode is performed by engaging the brake 50 as the second engaging element and engaging the first one-way clutch 54 as the first engaging element. As a result, the second planetary gear set 30 is integrally fixed to the case 52, so that the first M / G 56 drives the output shaft 12 at a reduced speed via the first planetary gear set 20.
The output torque To in this case is T1 (1 + α1) / α1 when the torque of the first M / G 56 is T1. At this time, since the engagement of the second one-way clutch 74 is automatically released, the third ring gear 44 can be rotated forward and the second M / G 58 can be stopped.

  Next, the E-3 mode is driven when the brake 50 is engaged and the second one-way clutch 74 is engaged. In this case, the first one-way clutch 54 is also automatically engaged, and the driving is a combination of the E-1 mode and the E-2 mode. Therefore, the output torque To in this case is T1 (1 + α1) / α1 + T2 (1 + α3) / α3.

Next, in the E-4 mode, the brake 50 is released and the clutch 60 is engaged to drive.
Accordingly, since the second M / G 58 is coupled to the first ring gear 24, the output shaft 12 is driven in cooperation by the first M / G 56 and the second M / G 58. In this case, the output torque To is T1 + T2.
Therefore, the E-1 mode to E-3 mode, which are all driven at a reduced speed, are suitable for low to medium speed travel, and the E-4 mode is suitable for high speed travel. In particular, the E-1 mode to the E-3 mode can be freely switched and driven according to the traveling load of the automobile.
Further, in the E-1 mode to the E-3 mode, when the capacities of the first M / G 56 and the second M / G 58 are different from each other, there are three types of capacities in total, that is, driving each independently and driving both at the same time. Since the vehicle can be decelerated by M / G, the optimum drive mode can be selected according to the driving load of the automobile.

Next, the ER mode in which the vehicle travels backward by EV traveling will be described.
In the ER mode, the third ring gear 44 is fixed to the case 52 by engaging the fixing device 52a, and the clutch 60 is fastened.
Thereby, the reverse drive by both 1st M / G56 and 2nd M / G58 is possible.
The output shaft torque in the ER mode is − (T1 / α1 + T2) {(1 + α3) / α3} + T1 (1 + α1) / α1.

  Next, the operation of driving the vehicle without driving either the first M / G 56 or the second M / G 58 while the engine 1 is stopped during forward travel, or generating power to brake the vehicle will be described. . This travel is described in the EB column of the operation table.

The EB traveling has the same fastening relationship as that in the E-4 mode, and generates power in both the first M / G 56 and the second M / G 58. The output torque in this case is the same as that in the E-4 mode, although there is a difference between power generation and driving. The B-1 mode covers a wide range of travel from high speed to low speed, and the braking force control is also highly flexible.
The electric power generated by the EB traveling is stored in a battery and used for the next acceleration or the like, thereby performing so-called energy regeneration to reduce the power consumption of the automobile.

Next, a description will be given of HV traveling that starts as a hybrid vehicle (HV) that starts the engine 1 and travels using both the first M / G 56 and the second M / G 58 together.
HV traveling is used for general traveling when the battery charge is low, acceleration or climbing that requires a large driving force that cannot be obtained by EV traveling, and high-speed traveling.

First, the start of the engine 1 will be described.
When starting the engine 1 while the automobile is stopped or traveling at a low speed, the brake 50 is engaged, and then power is supplied to the first M / G 56 to reversely rotate. As a result, the first ring gear 24 and the second ring gear 34 are rotated forward by the action of the first planetary gear set 20, the second carrier 38 is driven to decelerate by the action of the second planetary gear set 30, and the engine 1 connected thereto is operated. It rotates forward. Therefore, the engine 1 is started by a general method such as fuel supply or ignition operation.
During the start of the engine 1, the reverse rotation direction torque acts on the first carrier 28 by the drive by the first M / G 56. In order to prevent the reverse movement of the automobile due to this, the forward rotation direction torque is output to the second M / G 58. Let
Of course, the engine 1 can be started by the drive by the first M / G 56 during the forward drive in the E-1 mode by the drive of the second M / G 58.

  Further, when starting the engine 1 while the automobile is traveling at a speed higher than a certain speed, the EB traveling is performed as described above, and the second ring gear 34 is rotating forward, so the brake 50 brakes the second sun gear 32. By doing so, the engine 1 is decelerated and rotated. At this time, the brake 50 may be applied with braking force (braking rotation of the second sun gear 32) rather than being engaged (fixing the second sun gear 32).

After the engine 1 is started, the mode shifts from the H-1 mode (low speed mode in HV traveling) to the H-2 mode (same medium speed mode) according to the speed of the automobile.
First, the H-1 mode is driven by the engagement of the first one-way clutch 54 and the second one-way clutch 74. That is, when the input shaft 10 rotates forward by the engine 1, the second planetary gear set 30 is integrated with the input shaft 10 by the engagement of the first one-way clutch 54 to drive the first ring gear 24.
The first ring gear 24 drives the first carrier 28 integrated with the output shaft 12 at a reduced speed in the first planetary gear set 20 and reversely rotates the first M / G 56 with the reaction torque to generate electric power. That is, here, the torque of the engine 1 is divided into torque that mechanically drives the first carrier 28 to decelerate and torque that causes the first M / G 56 to generate power.

Then, the electric power generated by the first M / G 56 is supplied to the second M / G 58, and the output shaft 12 is driven to decelerate via the third planetary gear set 40 in the same manner as in the E-1 mode. At this time, the torque To of the output shaft 12 is T1 (1 + α1) / α1 + T2 (1 + α3) / α3, and if the torque of the engine 1 is Te, then To = Te (1 + α1) + T2 (1 + α3) / α3.
When the vehicle speed increases in the H-1 mode, the first M / G 56 rotates at a very low speed together with the first sun gear 22 and the power generation efficiency is in an operating range. Therefore, before that happens, the mode is switched to the H-2 mode.

The H-2 mode is driven by fastening the brake 50. As a result, the first ring gear 24 that has the same rotational speed as the input shaft 10 in the H-1 mode is driven to be accelerated by the second planetary gear set 30.
Therefore, if the rotational speed of the output shaft 12 is the same as before switching, the rotational speeds of the first sun gear 22 and the first M / G 56 are increased, and the power transmission efficiency is reduced as a result of exiting from the operating range where the power generation efficiency is poor. improves.
At this time, the torque To of the output shaft 12 is T1 (1 + α1) / α1 + T2 (1 + α3) / α3, and if the torque of the engine 1 is Te, To = Te (1 + α1) / (1 + α2) + T2 (1 + α3) / It is also α3.

Subsequently, in the H-3 mode, when the engagement of the brake 50 is released and the clutch 60 is engaged, when the input shaft 10 rotates forward by the engine 1, the second planetary gear set 30 is moved by the action of the first one-way clutch 54. The second M / G 58 and the first ring gear 24 are driven together with the input shaft 10.
At this time, the torque Te of the engine 1 is divided into torque for driving the second M / G 58 and torque for driving the first ring gear 24.
As a result, the second M / G 58 generates electric power, and the electric power is supplied to the first M / G 56 to drive the first sun gear 22. Therefore, the output shaft 12 is driven by the first ring gear 24 and the first M / G 56 that are driven by a part of the torque of the engine 1.
At this time, the torque of the output shaft 12 is Te + T1−T2 and is also T1 (1 + α1) / α1.

Of the torque Te of the engine 1, the torque that is divided and drives the first ring gear 24 is the torque that acts on the first ring gear 24 as the reaction force of the torque that the first M / G 56 drives the first sun gear 22, T1 / Α1.
When the vehicle speed increases in the H-3 mode, the rotation speed of the first M / G 56 increases and the driving efficiency of the first M / G 56 becomes poor. Therefore, before that happens, the mode is switched to the H-4 mode.

In the H-4 mode, the brake 50 is engaged together with the clutch 60 to drive.
As a result, the rotation of the input shaft 10 is accelerated in the second planetary gear set 30, and the second M / G 58 and the first ring gear 24 are driven at a rotational speed of (1 + α2) times.
Therefore, when the rotational speed of the output shaft 12 is the same as before the switching, the rotational speeds of the second sun gear 32 and the second M / G 58 are reduced, and the power transmission efficiency is reduced as a result of the departure from the operating range where the power generation efficiency is poor. improves.
As a result, as in the H-3 mode, the second M / G 58 generates electric power, supplies the electric power to the first M / G 56, and drives the first sun gear 22. Therefore, the output shaft 12 is driven by the first ring gear 24 and the first M / G 56 that are driven by a part of the torque of the engine 1.
At this time, the torque of the output shaft 12 is Te / (1 + α2) + T1−T2, and is also T1 (1 + α1) / α1.

In any of the above H-1 mode to H-4 mode, in the first planetary gear set 20 which is a power split planetary gear set, a part of the torque of the engine 1 is mechanically and the rest is electrically output shaft 12. Therefore, the mechanical power transmission ratio is always high, so that the power transmission efficiency is high.
In addition, as described above, it is possible to drive while avoiding an operation region where power generation efficiency and drive efficiency are poor.

Next, the HR mode that is the reverse of HV traveling will be described.
When the engine 1 is rotated backward, the third ring gear 44 is fixed to the case 52 and driven by the fixing device 52a.
Then, as described later, the driving is performed in the same connection as in the H-2 mode. In that case, the operation is substantially the same as in the H-2 mode, only the rotation direction of the second M / G 58 is reversed.
That is, for example, the torque of the output shaft 12 when the rotation direction of the second M / G 58 is reversed with the same connection relationship as the forward H-1 mode is Te (1 + α1) −T2 (1 + α3) / α3. On the other hand, as described in the HR mode in FIG. 5, the torque of the output shaft 12 when the same fastening as in the H-2 mode is Te (1 + α1) / (1 + α2) −T2 (1 + α3) / α3. Therefore, the driving force in the reverse direction is greater in the latter.

That is, the torque transmitted mechanically among the torque of the engine 1 is always the forward torque, so that the reverse drive torque can be largely secured by reducing the torque.
Therefore, the HR mode, which is the same as the H-2 mode, is suitable for backward driving such as when the remaining amount of the battery is low.
In addition, although said HV driving | running demonstrated on the assumption that the electric power which one of the 1st M / G56 and the 2nd M / G58 generated generated is driven to the other, it is not restricted to this, but a part of the generated electric power is used. It can be used for charging the battery, or it can be driven by supplying additional power from the battery.

  As described above, the automobile drive device provided with the coupling mechanism of the first embodiment is provided with the fixing device 52a in parallel with the second one-way clutch 74 as the coupling mechanism, so that a general multi-plate brake is not used. That's it. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.

  Then, between the spline teeth 74c and the spline groove 52c between the second one-way clutch 74 and the case 52, there is provided a play of a rotation amount “D” in the rotation direction, and a spring 72 is inserted to insert the spline teeth 74c. When the second one-way clutch 74 prevents reverse rotation of the third ring gear 44, the tongue 72c of the spring 72 is deflected so as to close the play D. It is possible to smoothly release the engagement of the device 52a.

  Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the first fixing device 52 a is provided in parallel with the second one-way clutch 74.

Next, a description will be given of an automobile drive device provided with the coupling mechanism of Embodiment 2 of the present invention.
FIG. 6 is a skeleton diagram of the main part of the automobile drive device provided with the coupling mechanism according to the second embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the second embodiment and the first embodiment is that there is no second planetary gear set 30 in the first embodiment. Further, the positional relationship in the axial direction between the first planetary gear set 20 and the third planetary gear set 40 is switched. The carriers of the first planetary gear set 20 and the third planetary gear set 40 are integrated as a first carrier 28.
The connection relationship of each rotating member is as follows.
The input shaft 10 can be connected to the first ring gear 24 via the first clutch 60, and the second M / G 58 can be connected to the third ring gear 44 and can be connected to the first ring gear 24 by the second clutch 68. The first carrier 28 is connected to the output shaft 12.

The third sun gear 42 can be fixed to the case 52 only in one rotational direction via the clutch 74, and can be mechanically fixed by the fixing device 52a regardless of the rotational direction.
The second one-way clutch 74 constitutes the one-way clutch of the present invention, and the fixing device 52a constitutes the mechanical connection / release means of the present invention.
The details of the second one-way clutch 74 and the fixing device 52a are the same as those described in the first embodiment. Other configurations and connection relationships are the same as those in the first embodiment, and a description thereof will be omitted.
It is desirable to set the tooth number ratio α1 of the first planetary gear set 20 to the same value or larger than the tooth number ratio α3 of the third planetary gear set 40.

Next, the operation of the second embodiment will be described with reference to the operation table shown in FIG.
7 is the same as FIG. 5 of the first embodiment except that the first clutch 60 is “C1”, the second clutch 68 is “C2”, the fixing device 52a is “L”, and the second one-way clutch 74 is “OWC”. The writing method is the same.
First, the E-1 mode of EV traveling is the same as that of the first embodiment, and the E-2 mode is performed by engaging the second clutch 68, but is substantially the same as the E-4 mode of the first embodiment. The E-1 mode is suitable for low speed running, and the E-2 mode is suitable for medium to high speed running.
The ER mode is performed when the second clutch 68 is engaged, but is substantially the same as the first embodiment.
The reverse travel of the EV traveling can also be performed by driving both M / Gs 56 and 58 in the reverse rotation after the same fastening as in the E-2 mode.
Although the EB traveling is also performed by engaging the second clutch 68, it is substantially the same as the first embodiment, and a wide braking force can be obtained from high speed to low speed.

Next, the H-1 mode of HV traveling is driven by the engagement of the first clutch 60, but is substantially the same as the first embodiment.
In the H-2 mode, the input shaft 10 and the output shaft 12 are mechanically connected by the fastening of the first clutch 60 and the second clutch 68 and the fixation of the third ring gear 44 by the second one-way clutch 74. The gear ratio (the rotational speed of the input shaft 10 / the rotational speed of the output shaft 12) is 1 + α3.
As described above, when the gear ratio α1 of the first planetary gear set 20 is set to a value larger than the gear ratio α3 of the third planetary gear set 40, the first M / G 56 rotates in reverse in the H-1 mode. However, since it rotates normally in the H-2 mode, it may be driven by supplying power to the first M / G 56. Of course, the electric power may be obtained by power generation of the second M / G 58 or may be supplied from a battery. Further, both M / Gs 56 and 58 can be driven without generating or driving.

In the subsequent H-3 mode, the first clutch 60 and the second clutch 68 are maintained engaged, and the third ring gear 44 is released from being fixed by the second one-way clutch 74 and driven.
That is, when the rotation speed of the first M / G 56 increases from the H-2 mode, the fixing by the second one-way clutch 74 is automatically released and the mode is shifted to the H-3 mode.
The H-3 mode is substantially the same as the H-4 mode of the first embodiment.
The H-1 mode is suitable for low speed running, the H-2 mode is used for relay, and the H-3 mode is suitable for medium to high speed running.
The HR mode is performed by fastening the first clutch 60 and the fixing device 52a. The torque of the output shaft 12 is Te (1 + α1) −T2 (1 + α3) / α3.

In the automobile drive device having the connection mechanism of the second embodiment, the fixing device 52a is provided in parallel with the second one-way clutch 74 as the connection mechanism, so that it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the first fixing device 52 a is provided in parallel with the second one-way clutch 74.

As can be seen from FIG. 6, the first clutch 60 and the second clutch 68 can be disposed in a place separated from components that require lubrication, such as gears and one-way clutches. Therefore, it is easy to make a dry clutch.
In this case, if the first clutch 60 and the second clutch 68 are always engaged with the tension of the spring and the actuator is operated only when releasing the engagement, a general automatic transmission or the like has. You can avoid using a hydraulic pump.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, a description will be given of an automobile drive device provided with a coupling mechanism according to a third embodiment of the present invention.
FIG. 8 is a skeleton diagram of the main part of the automobile drive device including the coupling mechanism according to the third embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the third embodiment and the first embodiment is that the output shaft 12 is provided in parallel with the input shaft 10, and the transmission gears 28 a and 12 a are provided between the first carrier 28 and the output shaft 12. It is connected.
The second difference is that no planetary gear is used for the input transmission gear group and the reduction gear. That is, the input transmission gear group is composed of a total of four so-called parallel shaft gears of input gears 64 a and 64 b and drive gears 66 a and 66 b between a counter shaft 62 provided in parallel with the input shaft 10. Thus, the first ring gear 24 can be driven via the first clutch 60.

The second M / G 58 can drive the output shaft 12 at a reduced speed via the drive shaft 58e, the second one-way clutch 74, the first reduction gear 58a, and the transmission gear 12a, and is provided in parallel with the second one-way clutch 74. The output shaft 12 can be driven via the dog clutch 58 c and the sleeve 70.
The dog clutch 58 constitutes the dog teeth of the present invention, the second one-way clutch 74 constitutes the one-way clutch of the present invention, and the dog clutch 58c and the sleeve 70 constitute the mechanical connection / release means of the present invention. To do.
That is, the sleeve 70 is always meshed with the spline 58d formed in the first reduction gear 58b and can move in the axial direction. When the sleeve 70 is moved to the left and meshed with the dog clutch 58c, the drive shaft 58e and the first reduction gear are engaged. 58b is mechanically connected.

The first reduction gear 58a and the transmission gear 12a constitute a reduction gear.
Further, the second M / G 58 can drive the input gear 64b via the second clutch 68 and the second reduction gear 58b, and drive the first ring gear 24 at a reduced speed via the counter shaft 62 and the drive gears 66a and 66b. Can do.
In FIG. 5, the second reduction gear 58b and the input gear 64b are drawn apart from each other, but in actuality, they are in a positional relationship in which both mesh.
Further, the output shaft 12 can drive the hydraulic pump 2.

The connection relationship of the rotating members including the input transmission gear group is as follows.
The input shaft 10 can drive the first ring gear 24 via the first one-way clutch 54. In this case, the first one-way clutch 54 is engaged only in the direction in which the engine 1 is driven in the forward rotation direction. In addition, the 1st clutch 60 and the 1st one-way clutch 54 fix the 1st ring gear 24 to the case 52 by these engaging simultaneously.

  The input shaft 10 can also be connected to the input gear 64a via the first clutch 60, and the input gear 64a increases the first ring gear 24 via the counterpart input gear 64b, counter shaft 62, and drive gears 66a and 66b. High-speed drive is possible. That is, the numbers of teeth of the input gears 64a and 64b and the drive gears 66a and 66b are set so as to have a speed increasing ratio. Other connection relationships are basically the same as those in the first embodiment.

Here, the dog clutch 58c and the sleeve 70 which are mechanical coupling means provided in parallel with the second one-way clutch 74 will be described.
That is, as described in the first embodiment, after the dog clutch 58c and the sleeve 70 are engaged and torque is transmitted, a large force is required to release the torque, which may cause an impact.
Accordingly, here, the play and the elastic body as described in the first embodiment are provided in the second one-way clutch 74, but the illustration is omitted. Note that the portion where the play and the elastic body are provided may be between the second one-way clutch 74 and the first reduction gear 58a and between the second one-way clutch 74 and the drive shaft 58e.

On the other hand, the dog clutch 58c and the sleeve 70 correspond to the fixing device 52a in the first embodiment, which will be described with reference to FIGS.
The dog clutch 58c and the sleeve 70 constitute the mechanical connection / release means of the present invention.
9 represents a cross section of a G portion in FIG. 8, and FIG. 10 represents a cross section cut along the line HH of FIG.
As described above, the spline 70a of the sleeve 70 is always meshed with the spline 58d formed on the first reduction gear 58a. When the sleeve 70 moves to the left side, the spline 58f formed on the outer periphery of the dog clutch 58c and the spline 70a mesh with each other to transmit torque.

  As described in the embodiment, the relative rotation between the drive shaft 58e and the sleeve 70 from when the spline 58e and the spline 70a both start to engage until the engagement ends, causes play provided to the second one-way clutch 74. It is important that the packing is small in the direction of rotation. Therefore, as shown in FIG. 10, the tips 58g and 70b of the spline 58e and the spline 70a are chamfered in one direction.

Next, the operation of the third embodiment will be described with reference to the operation table shown in FIG.
FIG. 11 is the same as FIG. 5 of the first embodiment except that the first clutch 60 is “C1”, the second clutch 68 is “C2”, and the sleeve 70 is “S”.
Further, each of the fastening elements has a function of the clutch 60 “C” in the first embodiment, the second clutch 68 “C2” has a function of the brake 50, a function of the first clutch 60 “C1”, and a function of the fixing device “L” has a sleeve. “S” plays each, and the relationship of the combination of these fastening elements is substantially the same as in the first embodiment.
The only functional difference is that the second reduction gear 58b meshes with the input gear 64b to drive the first ring gear 24 at a reduced speed.

  Further, although the torque of the output shaft 12 in each drive mode, since the planetary gear is not used for the input transmission gear group and the reduction gear, the transmission gears 28a and 12a described above and the input gear 64a constituting the input transmission gear group. 64b, and the drive gears 66a, 66b, the first and second reduction gears 58a, 58b, and the counterpart gears 12a, 64b are different only in that the gear ratio affects the output shaft torque. Since it is the same as that of Example 1, detailed description is abbreviate | omitted.

Here, the role of the hydraulic pump 2 will be described.
As described in the operation portion of the first embodiment, the engine 1 is not rotating in EV traveling, and is started and rotated only after switching to HV traveling. Depending on the driving conditions of the car, it may be possible to switch to HV driving after a long EV running and suddenly be forced to drive at a high load, and the engine 1 may be severely lubricated. is there.
Therefore, the oil can be preliminarily lubricated by circulating the engine oil through the lubrication circuit of the engine 1 by the hydraulic pump 2 driven by the output shaft 12 during EV traveling.

Although illustration is omitted, it is possible to generate an oil pressure from time to time by providing an electromagnetic valve or the like on the discharge pipe 2b side. Of course, since the engine 1 itself has a lubricating pump (not shown), the hydraulic pump 2 performs auxiliary lubrication.
Further, the drive of the hydraulic pump 2 is not limited to the output shaft 12 and may be driven by another rotating member or may be driven by a dedicated small motor. What is important is that the engine 1 can be preliminarily lubricated during EV travel.

Since the automobile drive device having the coupling mechanism of the third embodiment is also provided with the sleeve 70 in parallel with the second one-way clutch 74 as the coupling mechanism, it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
The engagement of the sleeve 70 is released by providing a play in the rotational direction between the second one-way clutch 74 and the first reduction gear 58a and between the second one-way clutch 74 and the drive shaft 58e. Can be done smoothly.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

As can be seen from FIG. 8, the first clutch 60 and the second clutch 68 can be arranged at positions separated from components that require lubrication, such as gears and one-way clutches. Therefore, it is easy to use a dry clutch and not to use a hydraulic pump.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, a description will be given of an automobile drive device provided with a connection mechanism according to a fourth embodiment of the present invention.
FIG. 12 is a skeleton diagram of the main part of the automobile drive device provided with the coupling mechanism according to the fourth embodiment of the present invention. Here, parts different from those in the first and third embodiments will be mainly described, and the substantially same parts are denoted by the same reference numerals, and the description thereof will be omitted.

The difference of the fourth embodiment from the first embodiment is that, similarly to the third embodiment, the output shaft 12 is provided in parallel with the input shaft 10, and there is no input transmission gear group as in the second embodiment. This is different from the third embodiment.
In the following, including the connection relationships of the rotating members, the following is performed.
That is, the input shaft 10 can drive the first ring gear 24 directly via the first clutch 60.
The first carrier 28 is connected to the output shaft 12 by connecting gears 28a and 12a. It is desirable that the gear ratio of the connecting gears 28a and 12a is set so that the first carrier 28 drives the output shaft 12 at a higher speed.

The second M / G 58 provided in parallel with the output shaft 12 can drive the output shaft 12 at a reduced speed via the second one-way clutch 74 and the first reduction gears 58a and 12a, as in the third embodiment, and the second one-way. The output shaft 12 can be driven via a dog clutch 58 c provided in parallel with the clutch 74 and a sleeve 70. Of course, the second one-way clutch 74 is provided with play in the rotational direction as described in the first and third embodiments.
The dog clutch 58c constitutes a dog tooth of the present invention, the second one-way clutch 74 constitutes a one-way clutch of the present invention, and the dog clutch 58c and the sleeve 70 are mechanical connection / release means of the present invention. Configure.

The second M / G 58 can be connected to the first ring gear 24 via the second reduction gear 58 b, drive gears 66 a and 66 b provided between the counter shaft 62 and the input shaft 10, and the second clutch 68.
In FIG. 12, the second reduction gear 58b and the drive gear 66a are drawn apart from each other, but in actuality, they are in a positional relationship in which both mesh.
Others are the same as those in the first and third embodiments.

Next, the operation of Example 4 will be described with reference to the operation table shown in FIG.
In FIG. 13, the first one-way clutch 54 of the third embodiment is eliminated, and the second one-way clutch 74 is set to “OWC”.
The combination and operation of each fastening element are substantially the same as those in the second embodiment, although “L” of the fixing device 52a is replaced with “S” of the sleeve 70.
Further, the torque of the output shaft 12 is substantially the same as that of the second embodiment, although it is affected by the respective gear ratios of the first reduction gears 58a and 12a, the second reduction gear 58b, and the drive gears 66a and 66b. Therefore, detailed explanation is omitted.

Since the automobile drive device having the connection mechanism of the fourth embodiment is also provided with the sleeve 70 in parallel with the second one-way clutch 74 as the connection mechanism, it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

The first clutch 60 and the second clutch 68 can be easily made into dry clutches, and accordingly, a hydraulic pump is not used.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, a description will be given of an automobile drive device provided with a connection mechanism according to a fifth embodiment of the present invention.
FIG. 14 is a skeleton diagram of the main part of the automobile drive device including the coupling mechanism according to the fifth embodiment of the present invention. Here, the description will focus on parts that are different from the first embodiment, the same reference numerals are given to parts that are substantially the same as those of the first embodiment, and descriptions thereof are omitted.

The difference between the fifth embodiment and the first embodiment is that the counter shaft 62 is provided in parallel to the input shaft 10 while the input shaft 10 and the output shaft 12 are on the same axis.
That is, as in the third embodiment, the input transmission gear group is constituted by a total of four parallel shaft gears, that is, input gears 64 a and 64 b provided between the input shaft 10 and the counter shaft 62 and drive gears 66 a and 66 b. Thus, the first ring gear 24 can be driven at an increased speed via the first clutch 60.
Further, the input shaft 10 can be connected to the first ring gear 24 via the first one-way clutch 54. In addition, the 1st clutch 60 and the 1st one-way clutch 54 fix the 1st ring gear 24 to the case 52 by these engaging simultaneously.

The first M / G 56 is provided in parallel with the output shaft 12, and is connected to the first sun gear 22 via the first reduction gears 56a and 22a. Further, the second M / G 58 is disposed on the same axis as the counter shaft 62, and the output shaft 12 can be driven to decelerate via the first reduction gears 58a, 58b and the second one-way clutch 74 as in the second embodiment. In addition, the output shaft 12 can be driven via a dog clutch 58 c and a sleeve 70 provided in parallel with the second one-way clutch 74. Of course, the second one-way clutch 74 is provided with play in the rotational direction as described in the first and second embodiments.
The dog clutch 58c constitutes a dog tooth of the present invention, the second one-way clutch 74 constitutes a one-way clutch of the present invention, and the dog clutch 58c and the sleeve 70 are mechanical connection / release means of the present invention. Configure.
The second M / G 58 can also be connected to the first ring gear 24 via the second clutch 68 and the drive gears 66a and 66b.

  The drive gear 66a meshes with the power take-out gear 76, and the power take-out shaft 78 can be driven through this. This is generally called a power take-off device, which is attached to the side of a drive device and used for various operations by taking out power from a power take-off shaft 78 for purposes other than traveling of the automobile.

Subsequently, the operation of the fifth embodiment will be described. The input gears 64a and 64b, the drive gears 66a and 66b, the first reduction gears 56a and 22a, and the first reduction gears 58a and 28a have slightly different power transmission paths. The operation table of FIG. 11 is also substantially the same as that of the third embodiment.
Since the torque of the output shaft 12 is the same, detailed description is omitted.

Further, the power take-off shaft 78 can be driven by the second M / G 58 when the second clutch 68 is engaged, and can be driven by the engine 1 when the first clutch 60 is engaged. It can be driven regardless of the inside.
The method of taking out the power to the outside is not limited to the above, and it is also possible to take out the power directly from the counter shaft 62, for example. What is important is to extract the power interlocked with the rotation of the first ring gear 24.

Since the automobile drive device having the connection mechanism of the fifth embodiment is also provided with the sleeve 70 in parallel with the second one-way clutch 74 as the connection mechanism, it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

The first clutch 60 and the second clutch 68 can be easily made into dry clutches, and accordingly, a hydraulic pump is not used.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, a description will be given of an automobile drive device provided with a coupling mechanism according to Embodiment 6 of the present invention.
FIG. 15 is a skeleton diagram of the main part of the automobile drive device including the coupling mechanism according to the sixth embodiment of the present invention. Here, the description will focus on the parts that are different from the first and fifth embodiments, the same reference numerals are given to the substantially same parts, and the description thereof is omitted.

The difference between the sixth embodiment and the fifth embodiment is that there is no input transmission gear group.
Hereinafter, the configuration and connection relationship of Example 6 will be described.
The input shaft 10 can be connected to the first ring gear 24 via the first clutch 60, and the second M / G 58 can be connected to the first ring gear 24 via the drive gears 66a and 66b and the second clutch 68, and The output shaft 12 can be driven to decelerate in one rotational direction via the reduction gears 58a, 58b and the second one-way clutch 74. Further, the output shaft 12 can be driven via a dog clutch 58 c and a sleeve 70 provided in parallel with the second one-way clutch 74. Of course, the second one-way clutch 74 is provided with play in the rotational direction as described in the first and second embodiments.

The dog clutch 58c constitutes a dog tooth of the present invention, the second one-way clutch 74 constitutes a one-way clutch of the present invention, and the dog clutch 58c and the sleeve 70 are mechanical connection / release means of the present invention. Configure.
Other configurations are the same as those of the fifth embodiment.
Next, the operation of the sixth embodiment is substantially the same as that of the fourth embodiment including the operation table of FIG. The torque of the output shaft 12 is substantially the same as that of the fourth embodiment in terms of the gear ratios of the drive gears 66a and 66b and the reduction gears 58a and 58b.

In the automobile drive device having the connection mechanism of the sixth embodiment, the sleeve 70 is provided in parallel with the second one-way clutch 74 as the connection mechanism, so that it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

The first clutch 60 and the second clutch 68 can be easily made into dry clutches, and accordingly, a hydraulic pump is not used.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, a description will be given of an automobile drive device provided with a connection mechanism according to a seventh embodiment of the present invention.
FIG. 16 is a skeleton diagram of the main part of the automobile drive device including the coupling mechanism according to the seventh embodiment of the present invention. Here, the description will focus on parts that are different from the first and sixth embodiments, the same reference numerals are given to substantially the same parts, and the description thereof is omitted.

The difference between the seventh embodiment and the sixth embodiment is that the drive gears 66a and 66b and the first reduction gear 58a58b in the sixth embodiment are a common gear.
That is, in the seventh embodiment, the first reduction gears 58a and 58b also function as the drive gears 66a and 66b of the sixth embodiment.
Therefore, the first reduction gear 58b can be connected to the output shaft 12 via the first carrier 28 only in one rotational direction via the second one-way clutch 74, and can be connected to the output shaft 12 via the sleeve 70 regardless of the rotational direction. It can be connected to the output shaft 12 via 28c. The first reduction gear 58 b can also be connected to the first ring gear 24 via the second clutch 68.

The second one-way clutch 74 constitutes the one-way clutch of the present invention, and the dog clutch 28c and the sleeve 70 constitute the mechanical connection / release means of the present invention.
In addition, dog teeth 10a for fixing the input shaft 10 to the case 52 are provided and can be fixed by meshing the fixing device 52a. This is fixed when a particularly large driving force is required in EV traveling as will be described later.
The fixing device 52a may be the same as that shown in the first embodiment, and the dog teeth 10a are not limited to the input shaft 10 and may be formed on the outer periphery of a flywheel that the engine 1 generally includes.
Other connection relationships are the same as in the sixth embodiment.

Next, the operation of Example 7 will be described with reference to the operation table shown in FIG.
The fastening element of FIG. 17 is the same as FIG. 13 of the fourth embodiment except that the “L” of the fixing device 52a is newly provided.
Also, for each drive mode, the EL mode, the E-RL1 mode, and the E-RL2 mode are the same as in the sixth embodiment except that only the new drive mode is described.
The E-L mode is used when particularly large driving force is required. That is, the input device 10 is fixed by meshing the fixing device 52 a described above, and the first ring gear 24 is fixed to the case 52 by fastening the first clutch 60. As a result, both the first M / G 56 and the second M / G 58 can be driven to decelerate. That is, when the gear ratio of the reduction gears 58a and 58b (the number of teeth of 58b / the number of teeth of 58a) is i, the output shaft torque is T1 (1 + α1) / α1 + T2 · i.
Needless to say, the first M / G 56 can also be decelerated, and in this case, the second one-way clutch 74 can be released and the second M / G 58 can be stopped.
The E-1 mode and the E-2 mode are substantially the same as those in the sixth embodiment.

Next, the reverse E-RL1 mode and the E-RL2 mode are used when a particularly large driving force is required as in the E-L mode.
In the E-RL1 mode, in addition to the same fastening as the E-L mode, the sleeve 70 is fastened, and the first M / G 56 and the second M / G 58 are driven to decelerate. The torque of the output shaft 12 is the same as that in the E-L mode except for the rotation direction.
The E-RL2 mode is a case where only the first M / G 56 is used when the sleeve 70 is not engaged. The output shaft torque is -T1 (1 + α1) / α1.

The ER mode is substantially the same as in the sixth embodiment.
Other drive modes are substantially the same as those in the sixth embodiment, and thus the description thereof is omitted.
The output shaft torque in the drive mode that is substantially the same as that of the sixth embodiment differs only in that the first reduction gears 58a and 58b also serve as the drive gears 66a and 66b of the sixth embodiment, but is substantially the same. It is.

In the automobile drive device having the connection mechanism of the seventh embodiment, since the sleeve 70 is provided in parallel with the second one-way clutch 74 as the connection mechanism, it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

The first clutch 60 and the second clutch 68 can be easily made into dry clutches, and accordingly, a hydraulic pump is not used.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the first clutch 60 and the second clutch 68 can be used as friction elements.

Next, an automobile drive device according to an eighth embodiment of the present invention will be described.
FIG. 18 is a skeleton diagram of the main part of the automobile drive device according to the eighth embodiment of the present invention. Here, the description will focus on the parts different from the first and second embodiments, the same reference numerals are given to the substantially same parts, and the description thereof will be omitted.

The difference between the first embodiment and the second embodiment in the eighth embodiment is that the second planetary gear set 30 constituting the input gear group is the same as that of the first embodiment, and the first planetary gear set constituting the power split planetary gear set. 20 and the third planetary gear set 40 constituting the reduction gear are the same as those in the second embodiment, and only the connection relationship of the clutch 60 is different.
That is, the clutch 60 can connect the first sun gear 22 and the third sun gear 42. On the other hand, since the carrier of the first carrier 28 and the third planetary gear set 40 is integrated as in the second embodiment, when the first sun gear 22 and the third sun gear 42 are connected by the clutch 60, the sun gears 22 42 is also integrated, and as a result, the ring gears 24 and 44 are substantially integrated.

Accordingly, although the connection relationship of the clutch 60 is different from that of the first embodiment, it is substantially the same as that the input shaft 10 can be connected to the second ring gear 34 and the third ring gear 44.
The second one-way clutch 74 constitutes the one-way clutch of the present invention, and the fixing device 52a constitutes the mechanical connection / release means of the present invention.
Subsequently, the operation of the eighth embodiment will be described. The first and second embodiments are substantially combined as described above. Since the operation table is the same as that of the first embodiment shown in FIG.

In the automobile drive device of the eighth embodiment, since the fixing device 52a is provided in parallel with the second one-way clutch 74 as a coupling mechanism, it is not necessary to use a general multi-plate brake. Therefore, the drag resistance particularly at high speed is significantly less than that of the conventional example, so that the fuel efficiency of the automobile is improved.
Further, only two friction elements for obtaining the above-described drive function, that is, the first clutch 60 and the second clutch 68 are required. This is because the sleeve 70 is provided in parallel with the second one-way clutch 74.

And it is easy to make the brake 50 and the clutch 60 dry and not use a hydraulic pump.
As a result, it is possible to avoid a loss such as a drag resistance associated with the power for driving the hydraulic pump and the wet friction element, so that it is possible to expect a traveling with lower power consumption and fuel consumption.
These merits are also due to the fact that only the brake 50 and the clutch 60 can be used as friction elements.

As described above, in the automobile drive devices of the above-described embodiments having the connection mechanism of the present invention, both the first M / G 56 and the second M / G 58 are EV travels in which the engine 1 is stopped. The output shaft can be driven.
Each embodiment has the above-described characteristics, but is characterized in that the number of friction elements is as small as two. Therefore, the cost including the control device is reduced. This is because a mechanical connection / release means is provided in parallel with the second one-way clutch so that the sleeve or the pawl can mesh with the clutch teeth.

  In addition, a play with a rotation amount “D” is provided in the rotational direction in the connecting portion of the second one-way clutch 74, and when the second one-way clutch 74 is engaged by the spring 72, the spring 72 is deflected to play D. Therefore, the engagement of the mechanical connection / release means such as the fixing device 52a and the sleeve 70 can be smoothly released.

Moreover, in the connection mechanism of this invention, it is also possible to use for the following parts.
For example, an automatic transmission having a torque converter and a planetary gear train is provided with the connection mechanism of the present invention at the power transmission portion of the forward first speed, and the mechanical connection / release means is engaged during reverse travel, Compared with the conventional multi-plate brake, drag resistance at high speeds can be reduced, and fuel consumption can be improved.

  The coupling mechanism of the present invention can be implemented in a mode combined with various improvements and ideas based on general knowledge of those skilled in the art.

The coupling mechanism of the present invention can be applied to various power transmission systems capable of transmitting / cutting power including a driving device for hybrid vehicles and various driving devices for automobiles.

DESCRIPTION OF SYMBOLS 1 Engine 2 Hydraulic pump 10 Input shaft 12 Output shaft 20 1st planetary gear set 22 1st sun gear 24 1st ring gear 26 1st pinion 28 1st carrier 30 2nd planetary gear set 32 2nd sun gear 34 2nd ring gear 36 2nd Pinion 38 Second carrier 40 Third planetary gear set 42 Third sun gear 44 Third ring gear 44a Dog tooth groove (dog tooth)
46 3rd pinion 48 3rd carrier 50 Brake 52 Case 52a Fixing device (mechanical connection / release means)
52b Paul 54 1st one-way clutch 56 1st M / G
58 2nd M / G
58a First reduction gear 60 Clutch 62 Counter shaft 64 Input gear 66 Drive gear 68 Second clutch 70 Sleeve (mechanical connection / release means)
72 Spring 74 Second one-way clutch (one-way clutch)
76 Power take-off gear 78 Power take-out shaft

Claims (2)

  A power transmission path coupling mechanism, wherein the coupling mechanism is provided with a one-way clutch and a mechanical coupling / release means capable of meshing a dog or a sleeve or a pole in parallel with the one-way clutch. A drive mechanism for automobiles. An elastic body provided with a play in the rotational direction at either front or rear of the one-way clutch of the coupling mechanism in the power transmission path, and urged by an elastic force so that the play is formed in the rotational direction in which the one-way clutch is engaged. The automobile drive device according to claim 1, further comprising:

Images