JP2023104864A - vehicle - Google Patents

Abstract

To provide a vehicle in which a reaction force mechanism for transmitting power outputted from an internal combustion engine to an output member can be downsized.SOLUTION: A vehicle Ve has an internal combustion engine 1, an output member 55 provided to be rotatable relatively to the internal combustion engine 1 and a reaction force mechanism 2 that makes reaction force torque for transmitting power from the internal combustion engine 1 to the output member 55 act on a predetermined rotating member 31, and also comprises a power transmission passage 9 through which the power outputted from the internal combustion engine 1 is transmitted to the output member 55 when the reaction force torque is outputted from the reaction force mechanism 2. The vehicle further comprises a bypass passage 10, provided in parallel with the power transmission passage 9, through which the internal combustion engine 1 and the output member 55 are connected to each other relatively rotatably and torque is transmitted between the internal combustion engine 1 and the output member 55.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle provided with a reaction force mechanism for transmitting power output from an internal combustion engine to an output member.

In Patent Document 1, a first rotating element to which an engine is connected, a second rotating element to which a motor is connected, and a third rotating element to which a driving wheel is connected are configured to perform a differential action. A hybrid vehicle with a power split is described. The power split mechanism is configured to output drive torque from the engine and output reaction torque from the motor, thereby transmitting torque from the engine to the drive wheels.

Incidentally, in Patent Document 2, a front cover and an intermediate shaft connected to a torque converter are connected to the output shaft of the engine, and the intermediate shaft is connected to the output shaft of the torque converter via a clutch mechanism. A configured vehicle is described.

JP 2019-47551 A JP-A-8-159238

In the power split device disclosed in Patent Document 1, the torque corresponding to the gear ratio of the power split device is transmitted from the engine to the driving wheels by outputting from the motor a reaction torque corresponding to the torque output from the engine. be. In other words, if the motor cannot output the reaction torque for outputting the torque corresponding to the torque output from the engine from the power split device, the rotation speed of the engine and the motor is increased by the torque corresponding to the insufficient reaction torque. changes. Therefore, in order to output a torque corresponding to the output torque of the engine from the power split device, it is necessary to output a reaction torque corresponding to the output torque of the engine from the motor. , the motor may be enlarged accordingly.

SUMMARY OF THE INVENTION The present invention has been made in view of the above technical problems, and aims to provide a vehicle capable of miniaturizing a reaction force mechanism for transmitting power output from an internal combustion engine to an output member. It is intended.

In order to achieve the above objects, the present invention provides an internal combustion engine, an output member provided to be rotatable relative to the internal combustion engine, and a reaction torque for transmitting power from the internal combustion engine to the output member. a reaction force mechanism that acts on a predetermined rotating member, and a power transmission path through which power output from the internal combustion engine is transmitted to the output member by outputting the reaction torque from the reaction force mechanism. A vehicle comprising a bypass path that is provided in parallel with the power transmission path, couples the internal combustion engine and the output member in a relatively rotatable manner, and transmits torque between the internal combustion engine and the output member. It is characterized by having

In this aspect of the invention, the bypass path includes an input section connected to the internal combustion engine, a fluid flowing by the power of the input section, and an output section to which torque is transmitted from the input section by the flow of the fluid. may comprise a fluid clutch constructed by

In the present invention, a one-way clutch is provided between the output section and the output member and connects the output section and the output member when the rotational speed of the output section is higher than the rotational speed of the output member. may be provided.

The present invention may include a clutch mechanism that selectively interrupts transmission of torque between the output portion and the output member.

In this aspect of the invention, the power transmission path has a drive mechanism that transmits torque output from the internal combustion engine to the output member, and the clutch mechanism selectively transmits torque between the drive mechanism and the output member. may be configured to block the

In this invention, the power transmission path includes at least three rotating elements: an input element connected to the internal combustion engine, a reaction element connected to the reaction mechanism, and an output element connected to the output member. and a differential mechanism to which the three rotating elements are differentially connected.

In this aspect of the invention, the reaction force mechanism includes a generator that converts power output from the internal combustion engine into electric power, and the power transmission path converts the power of the internal combustion engine into power generated by the generator. It may further include a motor that outputs drive torque to the output member by being supplied and driven.

Further, the present invention includes an internal combustion engine, a reaction mechanism for generating a reaction torque for transmitting the torque of the internal combustion engine to an output member, an input element connected to the internal combustion engine, and the reaction mechanism. and a differential mechanism having an output element to which the output member is coupled, wherein the input element and the reaction force are provided between the input element and the reaction element. The vehicle is characterized by having a fluid clutch that reduces differential speed with the element.

In this invention, the fluid clutch includes a pump impeller connected to the reaction force element, a turbine runner connected to the input element, and the pump impeller according to a rotation speed ratio between the pump impeller and the turbine runner. may further include a torque converter that amplifies the torque of and outputs it from the turbine runner.

In this aspect of the invention, the fluid clutch includes a drive-side member connected to the reaction element and a driven-side member connected to the input element, and between the reaction element and the drive-side member, A one-way clutch may be further provided for transmitting only torque in a predetermined direction from the reaction element to the drive-side member.

In the present invention, a clutch mechanism capable of selectively interrupting transmission of torque between the reaction element and the fluid clutch may be further provided between the reaction element and the fluid clutch.

Further, in the present invention, a driving wheel to which torque is transmitted from the output member is further provided, and the direction of the torque of the output member is reversed and transmitted to the driving wheel between the output member and the driving wheel. A forward/reverse switching mechanism may be further provided.

According to this invention, the power transmission path is provided for transmitting the power output from the internal combustion engine to the output member that rotates relative to the internal combustion engine by outputting the reaction torque from the reaction mechanism. In addition, a bypass path that couples the internal combustion engine and the output member in a relatively rotatable manner and transmits torque between the internal combustion engine and the output member is provided in parallel with the power transmission path. Therefore, when the internal combustion engine is driven, part of the torque output from the internal combustion engine is transmitted to the output member via the bypass path, and surplus torque is transmitted to the output member via the power transmission path. Therefore, the reaction torque corresponding to the torque input from the internal combustion engine to the power transmission path may be output from the reaction mechanism, and the size of the reaction mechanism can be reduced.

Further, by providing a fluid clutch between the input element connected to the internal combustion engine and the reaction force element connected to the reaction mechanism, the fluid clutch for reducing the differential rotation between the input element and the reaction force element, the internal combustion engine At least part of the reaction torque for transmitting the torque of to the output element is handled by the fluid clutch, and as a result, the reaction mechanism can be downsized.

It is a figure showing typically an example of vehicles in an embodiment of this invention. FIG. 4 is a diagram schematically showing another example of a vehicle according to an embodiment of the invention; FIG. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining an example of a series-parallel hybrid vehicle; FIG. 5 is a diagram for explaining the operating state of a member that transmits torque from the engine to the plate; FIG. 4 is a diagram for explaining another example of a series-parallel hybrid vehicle; 1 is a skeleton diagram for explaining an example of a vehicle provided with a plurality of reaction mechanisms; FIG. FIG. 4 is a collinear diagram for explaining the operating state of the power split device when the rotation speed of the first motor is higher than the engine rotation speed; FIG. 5 is a collinear diagram for explaining the operating state of the power split device when the rotation speed of the first motor is lower than the engine rotation speed; 1 is a skeleton diagram for explaining an example of a vehicle provided with a disconnecting clutch that disconnects a fluid clutch when traveling in reverse; FIG. FIG. 11 is a nomographic diagram for explaining the operating state of the power split mechanism in a state in which the disconnecting clutch is released during reverse travel; 1 is a skeleton diagram for explaining an example of a vehicle provided with a forward/reverse switching mechanism capable of selectively reversing torque to the output side of a power split mechanism; FIG. FIG. 4 is a collinear diagram for explaining the operation state of each rotating element that constitutes the reduction mechanism;

An example of a vehicle according to an embodiment of the invention will be described with reference to FIG. A vehicle Ve shown in FIG. 1 includes an engine 1, a generator 2 that converts the power of the engine 1 into electric power, and a motor 3 that is supplied with the electric power generated by the generator 2 and outputs driving torque. , a so-called series hybrid vehicle Ve.

The engine 1 corresponds to the "internal combustion engine" in the embodiments of the present invention, and can be configured similarly to conventionally known gasoline engines, diesel engines, and the like. That is, by burning a mixture of supplied fuel and air, a driving torque is output, and by stopping the combustion of the mixture, a braking torque corresponding to friction torque, pumping loss, etc. is output. configured to be able to

An output shaft 4 of the engine 1 is connected with a generator 2 corresponding to a "reaction mechanism" in the embodiments of the present invention. The generator 2 is configured to be rotated by the output torque of the engine 1 to convert the power of the engine 1 into electric power. In other words, when the generator 2 generates power, a reaction torque acts on the output shaft 4 of the engine 1 in the direction of decreasing the rotational speed thereof. Therefore, by controlling the electric power generated by the generator 2, the number of revolutions of the engine 1 can be controlled such as by suppressing the engine 1 from racing. It should be noted that the output shaft 4 of the engine 1 corresponds to the "predetermined rotating member" in the embodiments of the present invention.

It should be noted that the generator 2 only needs to have the function of converting the power of the engine 1 into electric power, and like conventional hybrid vehicles, the motor/generator has a function as a motor and a function as a generator. It can be a generator. In the example shown in FIG. 1, a motor generator (hereinafter referred to as a first motor) 2 is provided as a power generator. That is, by outputting regenerative torque from the first motor (MG 1 ) 2 , the regenerative torque acts on the output shaft 4 as reaction torque against the output torque of the engine 1 . Further, by causing the first motor 2 to function as a motor, the engine 1 is cranked by the torque output from the first motor 2 . Therefore, there is no need to provide a separate starter motor, and the size of the driving device including the engine 1 and the first motor 2 can be reduced.

A second motor 3 is electrically connected to the first motor 2 via an inverter (INV) 5 . Therefore, the electric power generated by the first motor 2 is supplied to the second motor (MG2) 3 via the inverter (INV) 5. A power storage device (BATT) 6 is connected to the inverter 5, and the power generated by the first motor 2 and the second motor 3 is charged to the power storage device 6, or the power generated by the first motor 2 and the second motor 3 is charged. It is configured such that electric power can be supplied from the power storage device 6 .

The second motor 3 corresponds to the "motor" in the embodiments of the present invention, and can be configured in the same manner as a motor provided as a driving force source for a conventional hybrid vehicle. That is, the second motor 3 can be configured by a motor/generator having a power generation function such as a permanent magnet type synchronous motor or an induction motor. A driving wheel 8 is connected to the output shaft 7 of the second motor 3 . Between the output shaft 7 of the second motor 3 and the driving wheels 8, a transmission mechanism, a differential gear unit, etc. (not shown) may be provided.

A vehicle Ve configured as shown in FIG. 1 drives an engine 1 and outputs from a first motor 2 a reaction torque that opposes the output torque of the engine 1, thereby converting the power of the engine 1 into electric power. , by supplying the electric power to the second motor 3 . That is, the electric power supplied to the second motor 3 uses the power of the engine 1, and the power of the engine 1 is supplied to the drive wheels 8 by outputting the reaction torque from the first motor 2 as described above. corresponds to the "power transmission path" in the embodiment of the present invention.

By outputting the reaction torque from the first motor 2 as described above, the power of the engine 1 is converted into electric power. Therefore, when the output torque of the engine 1 is high torque and the first motor 2 cannot output a torque that opposes the torque, the torque corresponding to the power converted into electric power by the first motor 2 The surplus torque excluding the increases the rotational speeds of the engine 1 and the first motor 2 . In other words, the output torque of the engine 1 is limited to the magnitude of the reaction torque that can be output from the first motor 2 . In other words, it is necessary to configure the first motor 2 so that the reaction torque corresponding to the maximum torque that can be output from the engine 1 can be output. Since the torque that can be output from the first motor 2 depends on the size such as the outer diameter of the first motor 2 , the size of the first motor 2 increases according to the maximum torque that can be output from the engine 1 .

Therefore, the vehicle Ve shown in FIG. It is provided in parallel with a path 9 that transmits the power of the engine 1 to the driving wheels 8 by outputting torque. Normally, the number of revolutions of the engine 1 is different from the number of revolutions of the drive wheels 8 . Therefore, the bypass route 10 shown in FIG. 1 connects the engine 1 and the connecting portion 11 on the output side of the bypass route 10 so as to be relatively rotatable.

A bypass path 10 shown in FIG. 1 includes a pump impeller 12 connected to the engine 1, a turbine runner 13 arranged to face the pump impeller 12, and a housing (not shown) accommodating the pump impeller 12 and the turbine runner 13. A fluid clutch 14 is provided which is supplied to the inside and flows when the pump impeller 12 rotates to transmit torque to the turbine runner 13 . A turbine runner 13 is connected to the output shaft 7 of the second motor 3 . The pump impeller 12 corresponds to the "input section" in the embodiment of the invention, the turbine runner 13 corresponds to the "output section" in the embodiment of the invention, and the output shaft 7 of the second motor 3 It corresponds to the "output member" in the embodiment of this invention.

Through the bypass path 10 described above, a torque corresponding to a rotation speed ratio, which is a ratio between the rotation speed of the engine 1 and the rotation speed of the output shaft 7 of the second motor 3 that is the connecting portion 11, is transmitted. Therefore, when the engine 1 is driven, the torque corresponding to the rotation speed ratio between the engine 1 and the output shaft 7 of the second motor 3 out of the torque output from the engine 1 is transmitted through the bypass path 10 to the driving wheels. 8, and the first motor 2 converts the power according to the surplus torque and the engine speed into electric power. That is, part of the power output from the engine 1 is converted into electric power by the first motor 2, and the second motor 3 is driven by the generated electric power to transmit the power to the drive wheels 8, and the surplus power is transferred to the bypass. The power is transmitted from the engine 1 to the driving wheels 8 via the path 10 . In other words, the fluid clutch 14 is a mechanism that determines the division ratio of torque between the path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting the reaction torque from the first motor 2 and the bypass path 10. function as Therefore, it is not necessary to convert all the power output from the engine 1 into electric power by the first motor 2, and if the first motor 2 outputs a reaction torque corresponding to a part of the torque output from the engine 1, good. As a result, the size of the first motor 2 can be reduced.

Another example of a vehicle according to an embodiment of the invention is schematically shown in FIG. In addition, the same code|symbol is attached|subjected about the structure similar to FIG. Vehicle Ve shown in FIG. 2 mechanically transmits part of the power output from engine 1 to driving wheels 8, converts the other part into electric power by first motor 2, and converts the generated power into second power. This is a so-called series-parallel hybrid vehicle configured to transmit drive torque to the drive wheels 8 by being supplied to the motor 3 .

The example shown in FIG. 2 includes a power splitting mechanism 15 that splits the power output from the engine 1 to the first motor 2 and the driving wheels 8 . This power split mechanism 15 corresponds to the "differential mechanism" in the embodiments of the present invention, and is configured so that at least three rotating elements, an input element, a reaction force element, and an output element, rotate differentially. It is The engine 1 is connected to the input element, the first motor 2 is connected to the reaction force element, and the driving wheels 8 are connected to the output element. Therefore, the torque input from the engine 1 to the power split device 15 acts on the rotating element to which the first motor 2 is connected, and the reaction force counteracts the torque acting on the rotating element to which the first motor 2 is connected. By outputting torque from the first motor 2 , torque according to the torque input to the power split device 15 and the gear ratio of the power split device 15 is transmitted to the driving wheels 8 .

Further, when the first motor 2 functions as a generator according to the reaction torque output from the first motor 2, the generated power is supplied to the second motor 3, and the second motor 3 outputs driving torque. . That is, by outputting the reaction torque from the first motor 2, the power output from the engine 1 is transmitted to the driving wheels 8 via the power split device 15, and is also driven as the generated power via the second motor 3. transmitted to the wheel 8; The path 9 that transmits the power of the engine 1 to the driving wheels 8 by outputting the reaction torque from the first motor 2 in this way corresponds to the "power transmission path" in the embodiment of the present invention. Note that the second motor 3 may be connected to a drive wheel other than the drive wheel 8 to which torque is transmitted via the power split mechanism 15 .

By outputting from the first motor 2 the reaction torque that opposes the torque acting on the rotating element to which the first motor 2 is connected via the power split device 15 as described above, the output torque of the engine 1 can be controlled. Torque is output from the power split device 15 . Therefore, when the output torque of the engine 1 is high and the first motor 2 cannot output the reaction torque for outputting the torque corresponding to the output torque of the engine 1 from the power split device 15. , the rotational speeds of the engine 1 and the first motor 2 fluctuate due to surplus torque other than the torque corresponding to the reaction torque output from the first motor 2 . In other words, the output torque of the engine 1 is limited to the magnitude of the reaction torque that can be output from the first motor 2 . In other words, the first motor 2 needs to be configured so that it can output a reaction torque equivalent to the maximum torque that can be output from the engine 1, and the size of the first motor 2 increases.

Therefore, as in the example shown in FIG. It is provided in parallel with a path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting force torque. That is, a pump impeller 12 connected to the engine 1, a turbine runner 13 arranged to face the pump impeller 12, and a housing (not shown) accommodating the pump impeller 12 and the turbine runner 13 are supplied to the inside of the pump impeller. 12 rotates to flow and transmit torque to the turbine runner 13 . A turbine runner 13 is connected to an output shaft 16 of a power split mechanism 15 . This output shaft 16 corresponds to the "output member" in the embodiments of the present invention.

Through the bypass path 10 described above, a torque corresponding to a rotation speed ratio, which is a ratio between the rotation speed of the engine 1 and the rotation speed of the output shaft 16 of the power split device 15 which is the connecting portion 11, is transmitted. Therefore, when the engine 1 is driven, the torque corresponding to the rotational speed ratio between the engine 1 and the output shaft 16 of the power split device 15 out of the torque output from the engine 1 is transmitted through the bypass path 10 to the driving wheels. 8 and surplus torque is input to the power split device 15 . That is, part of the power output from the engine 1 is transmitted to the drive wheels 8 via the power split device 15, and surplus power is transmitted from the engine 1 to the drive wheels 8 via the bypass path 10. In other words, the fluid clutch 14 is a mechanism that determines the division ratio of torque between the path 9 that transmits the power of the engine 1 to the drive wheels 8 by outputting the reaction torque from the first motor 2 and the bypass path 10. function as Therefore, it is not necessary for the first motor 2 to output the reaction torque that opposes all the torque output from the engine 1, and the reaction torque corresponding to a part of the torque output from the engine 1 is generated by the first motor 2. should be output from As a result, the size of the first motor 2 can be reduced.

FIG. 3 is a diagram showing a specific example of a series-parallel hybrid vehicle. In addition, the same reference numerals are given to the same configurations as those shown in FIG. 2, and the description thereof will be omitted. An annular drive plate 17 is connected to the output shaft 4 of the engine 1 shown in FIG. A flywheel 18 is connected. Moreover, a spring damper 19 is further connected to the side surface thereof.

The spring damper 19 damps and transmits the vibration of the engine torque, and can be constructed in the same manner as a conventional spring damper. That is, an annular drive-side plate 20 provided sandwiched between the drive plate 17 and the flywheel 18, a driven-side plate 21 provided rotatably relative to the drive-side plate 20, and the drive-side plate 20. A spring damper 19 is constituted by the driven side plate 21 and an elastic member 22 provided so as to be compressed in the circumferential direction when the driven side plate 21 rotates relative thereto.

In the example shown in FIG. 3, a cylindrical portion 23, an annular wall portion 24 integrated with one end of the cylindrical portion 23 (on the side opposite to the engine 1), and a center portion of the wall portion 24 extending from the engine 1 A housing 26 is provided which is configured by a holding shaft portion 25 extending to the side. The spring damper 19 and the fluid clutch 14 are housed inside the housing 26 , that is, inside the cylindrical portion 23 . The open end of the cylindrical portion 23 is connected to an engine block (not shown) in contact therewith.

An input shaft 27 of the power split mechanism 15 is inserted into the holding shaft portion 25, and the driven side plate 21 is spline-engaged with one end thereof. The other end of the input shaft 27 extends to the side opposite to the engine 1 across the wall 24 , and the power split mechanism 15 is connected to the portion extending from the wall 24 .

In the example shown in FIG. 3, a case 30 is provided which is composed of a cylindrical portion 28 with one end in contact with the wall portion 24 and an annular wall portion 29 partitioning the interior of the cylindrical portion 28 in the axial direction. It is The power split mechanism 15 is housed in a space of the cylindrical portion 28 that is closer to the engine 1 than the wall portion 29 is.

The power split device 15 shown in FIG. 3 is configured by a single pinion type planetary gear mechanism. That is, the power split mechanism 15 includes a sun gear 31, a ring gear 32 which is an internal gear arranged concentrically with the sun gear 31, and a ring gear 32 arranged between the sun gear 31 and the ring gear 32. 32, and a carrier 34 that holds the pinion gear 33 so that it can rotate and revolve. It is The carrier 34 corresponds to the "input element" in the embodiment of the invention, the sun gear 31 corresponds to the "output element" or the "predetermined rotating member" in the embodiment of the invention, and the ring gear 32 corresponds to this. It corresponds to the "output element" in the embodiments of the invention, and the power split mechanism 15 corresponds to the "differential mechanism" and the "drive mechanism" in the embodiments of the invention.

The engine 1 is connected to the carrier 34 via the input shaft 27 and the spring damper 19 , and the first motor 2 is connected to the sun gear 31 . Specifically, the case 30 is connected to a bottomed cylindrical rear cover 35 whose open end is in contact with the end of the cylindrical portion 28 of the case 30 , so that the cylindrical portion 28 and the wall portion 29 of the case 30 A space surrounded by the rear cover 35 accommodates the first motor 2 . An output shaft 36 of the first motor 2 passes through the hollow portion of the wall portion 29, and the sun gear 31 is connected to the tip thereof. A cylindrical shaft 37 is connected to the ring gear 32, and the cylindrical shaft 37 is connected to a plate 38, which will be described later.

A cylindrical portion 39 extending to the side opposite to the engine 1 is connected to the outer periphery of the drive plate 17 . The pump impeller 12 constituting the fluid clutch 14 is integrated with the cylindrical portion 39 . An annular plate 40 is connected to the pump impeller 12 , and a cylindrical shaft 41 is connected to the central portion of the plate 40 . The tip of the cylindrical shaft 41 is inserted between the wall portion 24 and the holding shaft portion 25 of the housing 26 and is rotatably held by a bearing 42 . Further, a sealing member 43 is provided for suppressing leakage of fluid to the outside from between the holding shaft portion 25 and the holding shaft portion 25 .

The fluid clutch 14 shown in FIG. 3 is configured in the same manner as a conventional torque converter, and is configured to amplify the torque of the pump impeller 12 and transmit it to the turbine runner 13 . Therefore, a turbine runner 13 is arranged to face the pump impeller 12 and a stator 44 is provided between the pump impeller 12 and the turbine runner 13 . In addition, the stator 44 is connected to the holding shaft portion 25 via a one-way clutch 45 .

An annular connecting plate 46 is connected to the turbine runner 13 , and a cylindrical shaft 48 is connected to the connecting plate 46 via a one-way clutch 47 . Specifically, when the rotational speed of the cylindrical shaft 48 is higher than the rotational speed of the connecting plate 46, torque transmission between the connecting plate 46 and the cylindrical shaft 48 is interrupted, and the rotational speed of the connecting plate 46 increases. A one-way clutch 47 is provided so that the connection plate 46 and the cylindrical shaft 48 transmit torque when the rotational speed of the cylindrical shaft 48 is higher than that. The one-way clutch 47 corresponds to the "one-way clutch" in the embodiment of this invention.

Another cylindrical shaft 49 is inserted into the cylindrical shaft 48, and the cylindrical shafts 48 and 49 are in spline engagement. A seal member 50 is provided between the cylindrical shaft 49 and the holding shaft portion 25 in order to prevent the fluid from the fluid clutch 14 from leaking from between the cylindrical shaft 49 and the holding shaft portion 25 . An input shaft 27 is inserted into the cylindrical shaft 49, and a bearing 51 is provided between the cylindrical shaft 49 and the input shaft 27 so that the cylindrical shaft 49 and the input shaft 27 can rotate relative to each other. ing. The plate 38 is integrated with the tip of the cylindrical shaft 49 .

A cylindrical shaft 52 corresponding to the “output member” in the embodiment of the present invention is provided so as to surround the outer peripheral side of the power split mechanism 15 described above. It is configured to be selectively connectable. In this clutch mechanism 53, an actuator 54 provided between the plate 38 and the wall portion 24 controls the engaged state in which the cylindrical shaft 52 and the plate 38 are connected and the transmission of torque between the cylindrical shaft 52 and the plate 38. It is configured to be switchable between a disconnected and released state. The clutch mechanism 53 is composed of a friction clutch mechanism or a mesh clutch mechanism. Torque is transmitted to drive wheels (not shown) via an output gear 55 formed on the outer peripheral surface of the cylindrical shaft 52 .

In FIG. 3, a path 9 through which power is transmitted by outputting reaction torque from the first motor 2 is indicated by a solid line, and power is transmitted without the first motor 2 outputting reaction torque. A bypass path 10 is shown in dashed lines.

The operating state of the members that transmit torque from the engine 1 to the plate 38 will be described with reference to the collinear chart shown in FIG. A nomographic chart is a diagram in which straight lines representing each rotating element in the power split mechanism 15 are drawn in parallel with each other at intervals corresponding to the gear ratio, and the distance from a base line orthogonal to these straight lines is shown as the number of revolutions of each rotating element. is.

As shown in FIG. 4, the output torque Te of the engine 1 (hereinafter referred to as engine torque) Te is divided and transmitted to the carrier 34 and the pump impeller 12 . In FIG. 4, the torque transmitted to the carrier 34 (hereinafter referred to as first input torque) is indicated as Tin1, and the torque transmitted to the pump impeller 12 (hereinafter referred to as second input torque) is indicated as Tin2. It is written.

Torque Tg of the first motor 2 is controlled based on the first input torque Tin1 and the gear ratio of the power split device 15 . Here, “ρ” shown in FIG. 4 is the gear ratio of the power split device 15 (ratio between the number of teeth of the ring gear 32 and the number of teeth of the sun gear 31). That is, the torque Tg of the first motor 2 is (ρ/(1+ρ))·Tin1. When the rotation speed of the engine 1 is lower than the target rotation speed, the torque for increasing the rotation speed of the engine 1 is subtracted from the torque based on the first input torque Tin1. When the torque Tg of the 1-motor 2 is controlled and the rotation speed of the engine 1 is higher than the target rotation speed, the rotation speed of the engine 1 is reduced to the torque based on the first input torque Tin1. The torque Tg of the first motor 2 is controlled by the torque obtained by adding the torque for

By controlling the torque of the first motor 2 as described above, torque based on the first input torque Tin1 and the gear ratio of the power split device 15 is transmitted to the ring gear 32 . Specifically, the torque Tr transmitted to the ring gear 32 is (1/(1+ρ))·Tin1.

In the example shown in FIG. 4, the rotation speed of the sun gear 31 is controlled to be higher than that of the carrier 34 . In other words, the rotation speed of the ring gear 32 is lower than that of the carrier 34, and the sun gear 31, the carrier 34, and the ring gear 32 rotate differentially.

Therefore, the pump impeller 12 rotating integrally with the carrier 34 and the turbine runner 13 rotating integrally with the ring gear 32 rotate relative to each other, and a torque Tin2·γ corresponding to the rotation speed ratio γ is transmitted to the plate 38. . The electric power generated by the first motor 2 is supplied to the second motor 3 (not shown in FIG. 4), and the output torque Tm of the second motor 3 is applied between the ring gear 32 and the drive wheels (not shown). .

As described above, by providing the bypass path 10 for transmitting torque without outputting the reaction torque from the first motor 2 in parallel with the torque transmission path 9 via the power split device 15, the output of the engine 1 can be reduced. All of the torque can be suppressed from being input to the power split device 15, and as a result, the reaction torque of the first motor 2 for outputting the torque input to the power split device 15 from the power split device 15 can be reduced. be able to. Therefore, the size of the first motor 2 can be reduced.

Also, by providing the fluid clutch 14 in the bypass path 10, relative rotation between the engine 1 and the plate 38 can be allowed. Therefore, it is possible to suppress the torque transmitted via the bypass path 10 from acting to reduce the torque transmitted to the plate 38 via the power split device 15 . In addition, since the power transmission path 9 and the bypass path 10 are provided, the torque to be transmitted by the fluid clutch 14 can be relatively small. By providing the fluid clutch 14, an increase in the size of the driving device can be suppressed.

Furthermore, when the rotation speed of the plate 38 is higher than the rotation speed of the engine 1, such as at high vehicle speed, that is, when the rotation speed of the turbine runner 13 is higher than the rotation speed of the pump impeller 12. , a circulating flow velocity occurs in the fluid clutch 14 and fluid loss increases. Therefore, by connecting the turbine runner 13 and the plate 38 via the one-way clutch 47 as shown in FIG. 13 is interrupted so that the turbine runner 13 can idle at the same speed as the pump impeller 12 . Therefore, it is possible to suppress the occurrence of circulation flow velocity in the fluid clutch 14 and reduce the fluid loss. In addition, since such a control for interrupting the torque transmitted between the plate 38 and the turbine runner 13 is not required, torque transmission between the plate 38 and the turbine runner 13 is interrupted at an appropriate timing, and the vehicle is It is possible to suppress the occurrence of change in the behavior of Ve.

Furthermore, when the vehicle Ve travels backward, the one-way clutch 47 is engaged and torque is transmitted from the plate 38 to the turbine runner 13 . On the other hand, the direction of rotation of the pump impeller 12 is opposite to the direction of rotation of the turbine runner 13 during reverse travel. Therefore, the pump impeller 12 acts as a resistance force against the driving force during reverse travel, and the driving force during reverse travel is reduced. Therefore, by providing a clutch mechanism 53 as shown in FIG. 3 and disengaging the clutch mechanism 53 during reverse travel, it is possible to suppress the resistance of the pump impeller 12 from acting on the driving wheels 8 via the turbine runner 13 . , it is possible to suppress a decrease in the driving force during reverse travel.

Also, when the engine 1 is stopped and the EV travels only by the power of the second motor 3, when the pump impeller 12 is stopped and the turbine runner 13 rotates, the circulating flow velocity in the fluid clutch 14 increases due to the differential rotation. occurs and fluid loss increases. As a result, the driving force during EV running may decrease. Therefore, the transmission of torque between the cylindrical shaft 52 and the turbine runner 13 can be interrupted by providing the clutch mechanism 53 in the same manner as described above and releasing the clutch mechanism 53 during EV running, so that the fluid circulates in the fluid clutch 14 . It is possible to suppress the occurrence of flow velocity, that is, the decrease in driving force during EV travel. In addition, when the clutch mechanism 53 is released, the power loss due to the co-rotation of the power split mechanism 15 can be reduced.

FIG. 5 shows another specific example of a series-parallel hybrid vehicle. In addition, the same reference numerals are given to the same configurations as those shown in FIG. 3, and the description thereof will be omitted. In the vehicle shown in FIG. 5 , the ring gear 32 in the power split mechanism 15 is connected to the cylindrical shaft 52 and the plate 38 is connected to the cylindrical shaft 52 via the clutch mechanism 53 . Further, the clutch mechanism 53 has an engagement state in which torque is transmitted when the rotation speed of the plate 38 is higher than the rotation speed of the cylindrical shaft 52, and a torque transmission between the plate 38 and the cylindrical shaft 52. It is configured to be able to switch between a released state that blocks the Therefore, the one-way clutch 47 is not provided in the example shown in FIG. Even with such a configuration, the same effect as the configuration shown in FIG. 3 can be obtained.

The one-way clutch 47 and the clutch mechanism 53 described above may be provided not only in the series-parallel hybrid vehicle but also in the series-system hybrid vehicle shown in FIG. Specifically, a one-way clutch 47 or a clutch mechanism 53 may be provided between the turbine runner 13 and the connecting portion 11 . Even when configured in such a manner, the same effect as in FIG. 3 can be obtained. Moreover, the bypass path 10 only needs to be able to transmit torque while connecting the engine 1 and the output member so that they can rotate relative to each other. Other members may be used. Alternatively, a continuously variable transmission mechanism comprising an input section connected to the engine 1 and an output section connected to an output member, and capable of continuously changing the rotational speed ratio between the input section and the output section. and so on.

The vehicle according to the embodiment of the invention may be provided with a plurality of reaction mechanisms for transmitting the torque of the engine 1 to the output member. FIG. 6 is a skeleton diagram for explaining an example of the vehicle Ve.

A vehicle Ve shown in FIG. 6 has an output shaft 4 of the engine 1 directed in the longitudinal direction of the vehicle Ve. , the first motor 2, the power split device 15, the second motor 3, and the reduction mechanism 56 are arranged.

Each component described above is housed in housing 26 , case 30 , and rear cover 35 . Specifically, the spring damper 19, the fluid clutch 14, the first motor 2, and the power split mechanism 15 are housed in the housing 26, the second motor 3 is housed in the case 30, and the speed reduction mechanism 56 is housed in the rear cover 35. It is

The housing 26 includes a cylindrical portion 23, an annular wall portion 24 formed at the tip of the cylindrical portion 23, an annular partition wall portion 57 formed in the central portion of the cylindrical portion 23 in the axial direction, and a rear surface of the wall portion 24 (left side in FIG. 6). surface) and an annular wall portion 59 formed at the tip of the small diameter cylindrical portion 58 .

A support member 60 is integrated with the inner peripheral side of the partition wall portion 57 . The support member 60 is composed of a cylindrical portion 61 and a flange portion 62 formed at the end of the cylindrical portion 61 . The outer diameter of the cylindrical portion 61 is formed to be smaller than the inner diameter of the partition wall portion 57 , and penetrates the partition wall portion 57 with a predetermined gap from the inner peripheral surface of the partition wall portion 57 . A flange portion 62 is formed at a portion projecting from the partition wall portion 57 toward the first motor 2, and the side surface of the flange portion 62 is integrated with the side surface of the partition wall portion 57 by welding or the like.

The spring damper 19 and the fluid clutch 14 are accommodated in a space closer to the engine 1 than the partition 57, the first motor 2 is accommodated in a space between the partition 57 and the wall 24, and the power split mechanism 15 is accommodated. It is housed in the space between the walls 24,59.

The case 30 is composed of a cylindrical portion 61 having one end connected to the wall portion 24 and an annular wall portion 63 formed at the other end. That is, the inner diameter of the cylindrical portion 61 is formed larger than the outer diameter of the small-diameter cylindrical portion 58 , and the small-diameter cylindrical portion 58 is inserted inside the cylindrical portion 61 . The second motor 3 is housed between the wall portion 59 and the wall portion 63 .

Rear cover 35 is formed in the same shape as case 30 . That is, it is composed of a cylindrical portion 64 having one end connected to the wall portion 63 and an annular wall portion 65 formed at the other end. A speed reduction mechanism 56 is accommodated between the wall portion 63 and the wall portion 65 .

The spring damper 19 includes an annular driving side plate 20, an annular driven side plate 21 arranged so as to be relatively rotatable with the driving side plate 20, and when the plates 20 and 21 rotate relative to each other, they move in the circumferential direction. and an elastic member 22 to be compressed.

The driving side plate 20 is connected to the engine 1 so as to transmit torque. Specifically, an annular drive plate 17 in which a cylindrical portion 39 is integrated with the side surface on the outer peripheral side is connected to the output shaft 4 of the engine 1, and the driving side plate 20 is connected to the inner surface of the cylindrical portion 39. there is

A slit 66 is formed in the inner peripheral surface of the driven side plate 21 along the circumferential direction, and the outer peripheral portion of the input plate 67 formed in an annular shape is inserted into the slit 66 . It is configured to limit the torque transmitted between the driven side plate 21 and the input plate 67 to a predetermined torque or less. Specifically, a friction material is provided on the inner surface of the slit 66, and the torque corresponding to the frictional force between the friction material and the input plate 67 is configured to be the limiting torque. That is, the driven side plate 21 and the input plate 67 constitute the torque limiter 68 .

Fluid clutch 14 is configured to reduce the differential rotation speed between carrier 34 and sun gear 31 in power split mechanism 15 . Specifically, a turbine housing 69 is provided so as to close the open end of the cylindrical portion 39 , and the turbine runner 13 is provided integrally with the turbine housing 69 . A cylindrical shaft 70 is formed in the inner peripheral portion of the turbine housing 69 to be inserted between the partition wall portion 57 and the cylindrical portion 61 . A seal member 71 is provided between them, and a bush 72 is provided between the inner peripheral surface of the cylindrical shaft 70 and the outer peripheral surface of the cylindrical portion 61 . That is, the fluid clutch 14 and the torque limiter 68 are housed in a space surrounded by the drive plate 17 , the cylindrical portion 39 and the turbine housing 69 . The space is supplied with oil (operating oil) for operating the fluid clutch 14 and intervening on the friction surface of the torque limiter 68 .

A pump impeller 12 is arranged to face the turbine runner 13, and a stator 44 for adjusting the flow direction of hydraulic oil from the pump impeller 12 toward the turbine runner 13 is arranged between the pump impeller 12 and the turbine runner 13. . That is, the fluid clutch 14 is configured to function as a torque converter. The turbine runner 13 described above corresponds to the "driven member" in the embodiments of the invention, and the pump impeller 12 corresponds to the "drive side member" in the embodiments of the invention. In addition, the stator 44 is connected to the cylindrical portion 61 via a one-way clutch 73 .

The output shaft 36 of the first motor 2 is formed in a cylindrical shape. and extends to the inside of the fluid clutch 14 . One end is connected to the sun gear 31, and the other end is connected to the pump impeller 12 so as to transmit torque. Specifically, an annular transmission plate 74 is connected to the other end of the output shaft 36 , and an annular connection plate 75 is similarly connected to the pump impeller 12 . A one-way clutch 76 is provided between.

The one-way clutch 76 cuts off torque transmission between the transmission plate 74 (ie, the sun gear 31) and the connection plate 75 (ie, the pump impeller 12) when the rotation speed of the transmission plate 74 (ie, the sun gear 31) is less than the rotation speed of the connection plate 75 (ie, the pump impeller 12). is configured to An input shaft 27 integrated with the input plate 67 is inserted inside the output shaft 36 , and the tip of the input shaft 27 is connected to the carrier 34 .

The power split mechanism 15 is constructed in the same manner as the example shown in FIG. The output shaft 77 extends through the wall portion 65 of the rear cover 35 .

A cylindrical output shaft 78 is connected to the second motor 3 . The output shaft 78 penetrates the wall portion 63 of the case 30 and extends to the inside of the rear cover 35, and the speed reduction mechanism 56 is connected to the tip thereof.

The speed reduction mechanism 56 is configured by a single pinion type planetary gear mechanism. Specifically, a sun gear 79 connected to the output shaft 78, a ring gear 80 arranged concentrically with the sun gear 79 and fixed to the wall portion 63 of the case 30, and a pinion gear 81 meshing with the sun gear 79 and the ring gear 80. , and a carrier 82 that holds the pinion gear 81 so that it can rotate and revolve.

In the vehicle Ve constructed as described above, torque is transmitted from the engine 1 to the carrier 34 via the torque limiter 68 as indicated by arrow A in FIG. The torque transmitted to the carrier 34 is split between the sun gear 31 and the ring gear 32 according to the gear ratio of the power split mechanism 15 (ratio between the number of teeth of the ring gear 32 and the number of teeth of the sun gear 31). Part of the torque acting on the sun gear 31 acts on the first motor 2 as indicated by arrow B in FIG. 6, and the remaining torque acts on the pump impeller 12 as indicated by arrow C in FIG. works. The torque acting on the pump impeller 12 is amplified according to the torque ratio of the fluid clutch 14 as indicated by arrow D in FIG.

FIG. 7 shows a collinear diagram for explaining the operating state of the power split mechanism 15 when the number of revolutions of the first motor 2 is higher than the number of revolutions of the engine. The direction of torque is indicated by an arrow. As shown in FIG. 7, the engine torque Te acts on the carrier 34 in the direction of increasing the rotational speed of the carrier 34 .

On the other hand, the torque transmitted from engine 1 to sun gear 31 via power split device 15 acts to increase the rotation speed of sun gear 31 . In addition, the rotation speed of the first motor 2 is higher than the engine rotation speed. That is, the rotation speed of the pump impeller 12 is higher than the rotation speed of the turbine runner 13 . Therefore, when the one-way clutch 76 is engaged, torque is transmitted from the sun gear 31 to the pump impeller 12, and the fluid clutch 14 functions as a torque converter. In other words, reaction torque acts on the sun gear 31 in opposition to the torque transmitted to the pump impeller 12 . That is, a reaction torque Tp acts to reduce the rotation speed of the sun gear 31 . That is, the fluid clutch 14 functions as a reaction force mechanism.

A torque (turbine torque) Tt having a magnitude corresponding to the torque transmitted to the pump impeller 12 and the torque ratio of the fluid clutch 14 acts on the carrier 34 in the same manner as the engine torque Te.

Furthermore, by outputting the reaction torque Tg from the first motor 2, torque acts on the first motor 2 from the sun gear 31 according to the magnitude thereof. In other words, the differential torque between the torque transmitted to the sun gear 31 via the power split device 15 and the reaction torque Tg output from the first motor 2 acts on the pump impeller 12 . Tlo in FIG. 7 is the torque corresponding to the running resistance. It should be noted that torque acts on each rotating element in the same manner as described above even when the vehicle Ve travels backward while the engine 1 is being driven.

FIG. 8 shows a collinear diagram for explaining the operating state of the power split device 15 when the number of revolutions of the first motor 2 is lower than the number of revolutions of the engine. The direction of torque is indicated by an arrow. As shown in FIG. 8, the engine torque Te acts on the carrier 34 in a direction to increase the rotational speed of the carrier 34 . On the other hand, since the number of revolutions of the first motor 2 is maintained at a low number of revolutions, the one-way clutch 76 is disengaged and torque is not transmitted from the sun gear 31 to the pump impeller 12 . Therefore, the pump impeller 12 rotates almost integrally with the rotation of the turbine runner 13, and torque amplification and reaction torque load on the sun gear 31 do not occur. That is, the driving state is the same as when the fluid clutch 14 is not provided.

Here, when the torque is output from the engine 1 without outputting the reaction torque from the first motor 2, the torque of each member is balanced, that is, the rotation speed is not fluctuated (stall state). The relationship between torques will be explained. In the following description, the gear ratio of the power split mechanism 15 (ratio between the number of teeth of the ring gear 32 and the number of teeth of the sun gear 31) is denoted by ρ, and the torque ratio of the fluid clutch 14 (the torque of the turbine runner 13 to the torque of the pump impeller 12). torque) is denoted by t, and the ratio of the torque acting on the turbine runner 13 to the engine torque is denoted by α. For convenience, the engine torque is shown as "1".

As described above, due to the stalled state, the torque that the engine torque acts on the turbine runner 13 via the power split device 15 and the pump impeller 12 and the torque that the engine torque directly acts on the turbine runner 13 are given by the equation (1). Balance as shown.
(1-α)×(ρ/(1+ρ))×t=-α (1)

Calculating equation (1) for “α” yields equation (2).
α = - (ρ x t) / (1 + ρ - ρ x t) (2)

Further, when the equation (1) is calculated with respect to "1-α", the equation (3) is obtained.
1-α=(1+ρ)/(1+ρ-ρ×t) …(3)

By substituting the gear ratio that can be set by the power split device 15 and the torque ratio of the fluid clutch 14 into the above equation (3), the left side (1-α) becomes larger than "1". That is, the carrier 34 receives a torque greater than the engine torque.

In addition, since the reaction torque (that is, the torque of the first motor 2) to be applied to the power split mechanism 15 when the fluid clutch 14 is not provided is proportional to the torque that is input to the carrier 34 (that is, engine torque). , it is necessary to increase the reaction torque due to the increase in the torque input to the carrier 34 as described above. However, even if the reaction torque is not output from the first motor 2 as shown in the above expressions (1), (2), and (3), the fluid clutch 14 can bear the reaction force. That is, part of the required reaction torque can be handled by the first motor 2 and the remaining reaction torque can be handled by the fluid clutch 14 . In other words, the reaction torque output from the first motor 2 can be appropriately set. Therefore, by connecting the carrier 34 and the sun gear 31 with the fluid clutch 14 as described above, the torque to be output by the first motor 2 can be reduced, and the size of the first motor 2 can be reduced.

The torque acting on the ring gear 32 decreases as the reaction torque output from the first motor 2 increases. Therefore, the torque transmitted to the output shaft 77 can be increased as compared with the case where the fluid clutch 14 is not provided.

Furthermore, the torque transmitted to the sun gear 31 via the power split device 15, in other words, the torque input to the fluid clutch 14 is determined according to the gear ratio of the power split device 15, which gear ratio is "1". less than That is, compared to the case where the fluid clutch 14 is directly connected to the engine 1, the torque input to the fluid clutch 14 can be reduced, and the size of the fluid clutch 14 can be reduced.

Furthermore, by housing the torque limiter 68 together with the fluid clutch 14 in the space surrounded by the drive plate 17, the cylindrical portion 39, and the turbine housing 69, even if excessive torque is input and the torque limiter 68 slips, Even if there is, the wear can be suppressed, and the torque limiter can be miniaturized. Furthermore, by interposing hydraulic oil on the engagement surface of the torque limiter 68, that is, the contact surface between the driven side plate 21 and the input plate 67, fluctuations in the coefficient of friction on the contact surface can be suppressed. In other words, variation in the magnitude of the limit torque in the torque limiter 68 can be suppressed.

By providing the fluid clutch 14 as described above, the reaction torque of the first motor 2 can be reduced with respect to the engine torque. In other words, it is possible to increase the output torque of the engine 1 and improve the driving force. On the other hand, as shown in FIG. 7, when the engine 1 is driven in reverse, the fluid clutch 14 generates reaction torque against the engine torque. The resulting torque acts on the ring gear 32 in the direction to move the vehicle Ve forward. Therefore, when torque is output from the second motor 3 for backward running, the torque transmitted to the ring gear 32 acts to reduce the torque of the second motor 3, and the driving force during backward running is reduced. there's a possibility that.

Therefore, the vehicle Ve shown in FIG. 9 includes, in addition to the configuration shown in FIG. 6, a disconnection clutch 83 that disconnects the fluid clutch 14 during reverse travel. Specifically, a disconnect clutch 83 is provided to selectively cut off torque transmission between the output shaft 36 of the first motor 2 and the transmission plate 74 . Further, a housing member 84 projecting from the partition wall portion 57 toward the fluid clutch 14 side is provided in order to house a return spring, a hydraulic actuator, and the like that constitute the disconnecting clutch 83 , and the support member 60 is connected to the housing member 84 . A seal member 71 and a bushing 72 are provided between the housing member 84 and the support member 60 and the cylindrical shaft 70 . Since the functions of other configurations are the same as those of the example shown in FIG.

FIG. 10 is a nomographic diagram for explaining the operating state of the power split mechanism 15 with the disengagement clutch 83 released during reverse travel, and the direction of the torque acting on each rotating element is indicated by an arrow. There is. As shown in FIG. 10, the engine 1 outputs a predetermined torque Te so as to be equal to or higher than the rotation speed at which the engine 1 can rotate independently. On the other hand, since the disengagement clutch 83 is released, the torque for rotating the pump impeller 12 is not transmitted, so the pump impeller 12 is rotated with the turbine runner 13 and rotates at the same rotation speed as the turbine runner 13 . Further, here, the reaction torque is not output from the first motor 2 .

Therefore, since the reaction torque from the first motor 2 and the fluid clutch 14 does not act on the sun gear 31 , no torque is transmitted to the ring gear 32 in the direction to move the vehicle Ve forward. That is, when the torque is output from the second motor 3 and the vehicle is traveling backward, it is possible to suppress the torque from acting on the output shaft 77 in opposition to the torque for backward traveling. Decrease can be suppressed.

The vehicle Ve described above is configured so as to suppress a decrease in driving force during reverse travel by interrupting the torque transmitted from the engine 1 to the drive wheels. On the other hand, by inverting the engine torque and transmitting it to the drive wheels, it is possible to improve the driving force during reverse travel. Therefore, the vehicle according to the embodiment of the present invention may be provided with a forward/reverse switching mechanism capable of selectively reversing the torque on the output side of the power split device 15 .

FIG. 11 shows a skeleton diagram for explaining an example of the configuration. The example shown in FIG. 11 differs from the example shown in FIG. 6 only in the configuration of the output side of the power split mechanism 15, so the same components as in the example shown in FIG. 6 are denoted by the same reference numerals. Therefore, the explanation is omitted.

In the example shown in FIG. 11, a forward clutch 85 that selectively engages the ring gear 32 and the output shaft 77 in the power split mechanism 15 is provided. The forward clutch 85 can be configured by a conventional friction type clutch or mesh type clutch. An actuator 86 is provided to switch the forward clutch 85 between an engaged state and a released state. The actuator 86 is configured to switch the forward clutch 85 between an engaged state and a disengaged state by controlling hydraulic pressure and electromagnetic force.

An output shaft 78 of the second motor 3 is also connected to the ring gear 32 via a one-way clutch 87 . Specifically, the one-way clutch 87 connects the ring gear 32 and the output shaft 78 when the rotation speed of the ring gear 32 is equal to or higher than the rotation speed of the output shaft 78, It is designed to be released at a lower rotational speed than

Further, the speed reduction mechanism 56 shown in FIG. 11 has a function as a forward/reverse switching mechanism that selectively inverts and outputs the input torque. Specifically, it includes a forward speed reduction mechanism 88 that amplifies and outputs an input torque during forward travel, and a reverse speed reduction mechanism 89 that amplifies the input torque and reverses the direction of the torque and outputs the torque during reverse travel. .

The forward speed reduction mechanism 88 is configured similarly to the speed reduction mechanism 56 shown in FIG. That is, it is constituted by a single-pinion planetary gear mechanism constituted by a sun gear 79 connected to the output shaft 78 of the second motor 3, a carrier 82 connected to the output shaft 77, and a ring gear 80. The ring gear 80, in turn, is coupled to a forward brake 90 configured to lock or release (freely rotate) the ring gear 80. As shown in FIG.

The reverse speed reduction mechanism 89 is composed of a single-pinion planetary gear mechanism composed of a sun gear 91 connected to the output shaft 78 of the second motor 3, a ring gear 92 connected to the output shaft 77, and a carrier 93. ing. Carrier 93 is coupled to a reverse brake 94 configured to secure or release carrier 93 .

The forward brake 90 and the reverse brake 94 may be friction type brakes or mesh type brakes. Further, an actuator 95 is attached to the rear cover 35 for switching between the engaged state and the released state of the forward brake 90 and the reverse brake 94. The actuator 95 may be a hydraulic actuator or an electromagnetic actuator. It may be an actuator. In the example shown in FIG. 11, a parking gear 96 is formed on the carrier.

FIG. 12 shows a nomographic chart for explaining the operating state of each rotating element that constitutes the speed reduction mechanism 56. As shown in FIG. The operating state during forward travel is indicated by a solid line, and the operating state during reverse travel is indicated by a broken line.

When traveling forward, the forward clutch 85 and the forward brake 90 are engaged. In that case, the rotation speed of the carrier 82 is the same as the rotation speed of the ring gear 32, and the rotation speed of the sun gear 79 becomes higher than the rotation speed of the carrier 82 according to the gear ratio of the forward speed reduction mechanism 88. Therefore, the one-way clutch 87 is released. Therefore, the torque output from the power split device 15 is directly transmitted to the output shaft 77 , and by outputting the torque from the second motor 3 , the torque is amplified and added to the output shaft 77 .

On the other hand, the forward clutch 85 is released when the vehicle is traveling backward. Also, the torque transmitted to the ring gear 32 in the power split mechanism 15 increases as the torque ratio of the fluid clutch 14 increases. Therefore, when the torque is amplified by the fluid clutch 14 and output from the power split device 15, the rotational speed of the ring gear 32 in the power split device 15 is low. Conversely, when the vehicle is traveling in reverse, the reverse brake 94 is engaged so that the rotation speed of the sun gear 91 increases according to the gear ratio of the reverse speed reduction mechanism 89 . As a result, the one-way clutch 87 is engaged and the torque of the ring gear 32 in the power split device 15 is added to the output torque of the second motor 3 at the output shaft 78 of the second motor 3 . The torque is amplified by the reverse speed reduction mechanism 89 and output.

As described above, the output side of the power split device 15 is provided with a mechanism for reversing the torque transmitted from the engine 1 via the power split device 15 and outputting the torque amplified by the fluid clutch 14. It can be used as a drive torque for reverse travel, and can improve the drive force during reverse travel.

1 engine 2, 3 motor 4, 7, 16, 36, 77, 78 output shaft 8 drive wheel 9 power transmission path 10 bypass path 12 pump impeller 13 turbine runner 14 fluid clutch 15 power split mechanism 19 spring damper 31, 79, 91 sun gear 32,80,92 Ring gear 33,81 Pinion gear 34,82,93 Carrier 44 Stator 45,47,73,76,87 One-way clutch 53 Clutch mechanism 55 Output gear 56 Reduction mechanism 67 Input plate 68 Torque limiter 74 Transmission plate 83 Separation clutch 85 forward clutch 88 forward speed reduction mechanism 89 reverse speed reduction mechanism 90 forward brake 94 reverse brake 96 parking gear Ve vehicle

Claims (12)

An internal combustion engine, an output member rotatable relative to the internal combustion engine, and a reaction mechanism for applying reaction torque to a predetermined rotating member for transmitting power from the internal combustion engine to the output member. and a vehicle including a power transmission path through which power output from the internal combustion engine is transmitted to the output member by outputting the reaction torque from the reaction mechanism,

A bypass path is provided in parallel with the power transmission path, connects the internal combustion engine and the output member so as to be relatively rotatable, and transmits torque between the internal combustion engine and the output member. Characteristic vehicle. A vehicle according to claim 1,
The bypass path is configured by an input section connected to the internal combustion engine, a fluid flowing by the power of the input section, and an output section to which torque is transmitted from the input section by the flow of the fluid. A vehicle characterized by having a fluid clutch. A vehicle according to claim 2,
A one-way clutch is provided between the output section and the output member and connects the output section and the output member when the rotation speed of the output section is higher than the rotation speed of the output member. A vehicle characterized by: A vehicle according to claim 2,
A vehicle comprising a clutch mechanism for selectively interrupting transmission of torque between the output portion and the output member. A vehicle according to claim 4,
The power transmission path has a drive mechanism that transmits torque output from the internal combustion engine to the output member,
A vehicle, wherein the clutch mechanism is configured to selectively interrupt transmission of torque between the drive mechanism and the output member. A vehicle according to any one of claims 1 to 5,
The power transmission path has at least three rotating elements: an input element connected to the internal combustion engine, a reaction element connected to the reaction mechanism, and an output element connected to the output member; A vehicle comprising a differential mechanism in which the three rotating elements are connected so as to act differentially. A vehicle according to any one of claims 1 to 5,
The reaction force mechanism includes a generator that converts power output from the internal combustion engine into electric power,
The vehicle, wherein the power transmission path further includes a motor that is supplied with power generated by converting the power of the internal combustion engine by the generator to drive the motor, thereby outputting drive torque to the output member. . an internal combustion engine, a reaction mechanism for generating a reaction torque for transmitting the torque of the internal combustion engine to an output member, an input element connected to the internal combustion engine, a reaction element connected to the reaction mechanism, and a differential mechanism having an output element to which the output member is coupled,
A vehicle comprising a fluid clutch arranged between the input element and the reaction element for reducing a differential rotation speed between the input element and the reaction element. A vehicle according to claim 8,
The fluid clutch amplifies the torque of the pump impeller according to the rotational speed ratio between the pump impeller connected to the reaction force element, the turbine runner connected to the input element, and the pump impeller and the turbine runner. and a torque converter that outputs from the turbine runner. A vehicle according to claim 8,
The fluid clutch includes a drive-side member connected to the reaction element and a driven-side member connected to the input element,
A vehicle according to claim 1, further comprising a one-way clutch between said reaction element and said drive-side member for transmitting only torque in a predetermined direction from said reaction element to said drive-side member. A vehicle according to claim 8,
The vehicle further comprises a clutch mechanism between the reaction element and the fluid clutch, the clutch mechanism being capable of selectively interrupting transmission of torque between the reaction element and the fluid clutch. A vehicle according to claim 8,
further comprising a driving wheel to which torque is transmitted from the output member;
The vehicle further comprises a forward/reverse switching mechanism between the output member and the drive wheels for reversing the direction of the torque of the output member and transmitting the torque to the drive wheels.

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