JP3373082B2 - Hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle using a combustion engine such as a gasoline engine, a diesel engine, a gas turbine engine or the like and an electric motor such as a battery as an electric power source in combination. The present invention relates to a hybrid drive system including a combustion engine, an electric motor and a transmission.

The hybrid vehicle described above is a series type in which the engine is rotated in a constant state to drive a generator, and a motor is driven by electric energy generated by the generator, and the outputs of the engine and the motor are respectively used as driving wheels. There are a parallel type that is connected and selectively uses either one of an engine and a motor, and a series / parallel type in which these series types and parallel types are combined. It is suitable for use in a parallel type, that is, a type in which an engine is driven in a substantially constant state and an electric motor is driven as an assist in response to a changing load.

[0003]

2. Description of the Related Art Conventionally, the applicant of the present invention has disclosed, for example, in Japanese Patent Laid-Open No.
As disclosed in Japanese Patent Publication No. 69504 and Japanese Patent Laid-Open No. 6-179326, a combustion engine, an electric motor, an automatic transmission are provided, and the rotation of the combustion engine output shaft is transmitted to or cut off from a transmission input member to change the running mode. A power transmission device for a hybrid vehicle that can be switched is proposed.

Since the power transmission device is limited in the axial dimension so that it can be mounted on an F / F vehicle of a horizontal engine type, the automatic transmission is housed inside the electric motor. Further, as a result, the rotary shaft from the combustion engine and the rotor of the electric motor are connected at the rear end side of the rotor, so that the rotary shaft and the output shaft of the automatic transmission have a double shaft structure.

[0005]

Therefore, in the above-described power transmission device, the automatic transmission is completely housed and arranged in the rotor of the electric motor, so that the rotor has a large inner diameter and a flat shape. Must be
There is a possibility that the magnetic path of the rotor cannot be sufficiently secured and the efficiency of the electric motor may deteriorate.

Further, the rotor is fixed to a rotary shaft which is an inner shaft of the output shaft, and is supported by the case at a position separated by an axial length of the automatic transmission by the rotary shaft.
Even if one is directly supported by the case, the other is indirectly supported through the output shaft, making it difficult to accurately support the rotor. Therefore, coupled with the use of the flat motor, it is difficult to keep the gap between the rotor and the stator uniform and constant, and the electric motor may not be able to exhibit its full performance. .

Therefore, according to the present invention, the rotor of the electric motor is directly connected to the flange-shaped input member of the automatic transmission at its front end side, and in the space inside the rotor closed by the flange-shaped input member, An object of the present invention is to provide a drive device for a hybrid vehicle, in which a part of an automatic transmission is arranged, and thus the compactness in the axial direction is maintained and the above-mentioned problems are solved.

[0008]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and a combustion engine (1), an electric motor (7), and the rotation of the combustion engine and / or the electric motor are controlled by a wheel. In a hybrid vehicle (HV) including a transmission (6) for transmitting to the vehicle, the transmission (6) includes an input member (42), an output member (35),
Includes a transmission gear unit which can change the transfer path (22), wherein the input switching means for switching the rotation of the combustion engine (1) to transmit or cut to the input member (42) (C _3, 56), and Further, the input member is arranged on the rear end side of the transmission, and the flange-shaped member (4
2), wherein the electric motor (7) comprises a case (3)
₃ ) having a stator (45) fixed to the stator and a rotor (46) located inside the stator and rotatable, and the rotor has a flange portion (radially extending at the rear end side thereof). 46a) and a sleeve portion (46b) provided on the inner diameter portion of the collar portion, and are rotatably supported by a support member (49) integral with the case by the collar portion and the sleeve portion. To form an engaging portion (42a) on the flange-like member (42) and an engaging groove (46d) on the inner peripheral surface of the rotor (46) on the front end side. Fitting the groove, the input member (42) and the rotor (4
6) and the rotor (46), the flange portion (46a) and the sleeve portion (46b) inside the rotor (A) is closed, and the transmission space is enclosed in the closed space. It is characterized in that a part (C ₃ , 56) is arranged.

Preferably, a part of the transmission accommodated in the closed space is the input switching means, and the input switching means is the output shaft (1) of the combustion engine.
an input switching clutch interposed between the a) and the rotor (46) (C _3), consisting of a hydraulic actuator (56) for actuating switching the clutch.

[0010]

Based on the above construction, the rotation of the combustion engine (1) is transmitted to the input member (42) of the automatic transmission (6) based on the connection of the input switching means (C ₃ ) and the electric motor ( The rotation of the rotor (46) of (7) is also performed by the input member (4
2) and the synergistic torques from both the combustion engine (1) and the electric motor (7) are appropriately shifted by the transmission (6) to the wheels (66a, 66).
The vehicle (HV) is transmitted by being transmitted to b). Further, by disconnecting the input switching means (C ₃ ), even if the vehicle is driven by the torque of the electric motor (7) only, the drive circuit of the electric motor is disconnected and the input switching means (C ₃ ) is disconnected.
It is also possible to connect the motors and drive with the torque of only the combustion engine (1).

The torque of the combustion engine (1) and the electric motor (7) is applied from the rotor (46) to the flange-shaped input member (42) through the engagement groove (46d) and the engagement portion (42a). The front end side of the rotor is closed by the engagement of the engaging groove and the engaging portion, and the closed space inside the rotor is provided with a part of the transmission (6) such as input switching means. Have been used effectively.
Further, the rotor (46) is directly supported by the support member (49) by the flange portion (46a) and the sleeve portion (46b) of the rotor (46), and rotates with the gap between the rotor (46) and the stator (45) being kept uniform. To do.

The reference numerals in parentheses are for comparison with the drawings, but do not limit the structure of the present invention.

[0013]

As described above, according to the present invention,
Since the engagement groove formed on the inner peripheral surface of the front end of the rotor and the engagement portion formed on the flange-shaped input member are engaged to directly transmit the rotation of the rotor to the input member of the transmission, the electric motor Can be used efficiently without increasing the rotor diameter, and while using a transmission, a part of it is placed in the closed space inside the rotor and integrated hybrid drive The axial dimension of the mounting can be made compact and the vehicle mounting performance can be maintained.

Further, since the rotor of the electric motor is directly supported by the support member by the flange portion and the sleeve portion, the support accuracy is improved, and the gap between the stator and the rotor is kept uniform and constant, so that The performance of the motor can always be maintained stable.

Further, when the input switching means consisting of the input switching clutch and its hydraulic actuator is arranged in the closed space inside the rotor, the closed space is cut off from the transmission gear portion by the flange-shaped input member, but the input switching is performed. Since the clutch is interposed between the combustion engine output shaft and the rotor, it can be easily arranged without any trouble.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show an embodiment of the present invention, FIG. 1 is a schematic view, and FIG. 2 is a cross-sectional view showing a specific structure thereof.

An internal combustion engine 1 such as gasoline or diesel is laterally mounted in a front portion of a hybrid vehicle (so-called engine room), and a portion corresponding to a conventional automatic transmission is connected to the engine 1 and is connected to the engine 1. The hybrid unit 2 according to the present invention is installed in. It is preferable to use a lean burn engine (lean air-fuel engine) as the internal combustion engine 1. The hybrid unit 2 has an integrated case 3 in which a converter housing 3 ₁ , a transaxle case 3 ₂ and a motor case 3 ₃ are integrated, and is aligned with the engine output shaft 1a in the case. A torque converter 5, a 3-speed automatic transmission 6 and an electric motor 7 are arranged, and a differential device 9 is further arranged below the torque converter 5, and the integral case is fixed to a side portion of the engine 1.

The torque converter 5 is a pump 1 connected to an engine crankshaft (engine output shaft) 1a.
0, the turbine 12 connected to the input shaft 11 of the transmission 6, and the stator 15 connected to the fixed portion via the one-way clutch 13, and further between the pump housing 10a and the input shaft 11. The lockup clutch 16 is interposed. Therefore, the torque converter 5
From the engine crankshaft 1a to the torque converter 5
It is transmitted to the input shaft 11 in the automatic transmission 6 through the oil flow therein or the mechanical connection by the lockup clutch 16.
An oil pump 17 is installed between the automatic transmission 6 and the torque converter 5.

In the third speed automatic transmission 6, a control unit 20, an output unit 21, a planetary gear unit unit 22 and a clutch unit 23 are arranged in this order from the engine output unit toward the outside in the axial direction, and the input shaft 11 is further provided. The hollow shaft 25 is rotatably supported by being fitted therein.

The planetary gear unit 22 is composed of a single planetary gear 26 and a dual planetary gear 27. The single planetary gear 26 is a sun gear S ₁ formed on the hollow shaft 25, a ring gear ring gear R ₁ , and a pinion P ₁ meshing with these gears. It consists carrier CR ₁ supporting the, also dual planetary gear 27 is a meshed with the hollow shaft 25 the sun gear S ₂ formed on the ring gear R _2, and the first pinion P ₂ and the ring gear R ₂ that meshes with the sun gear S ₂ It comprises a carrier CR ₁ which supports the two pinions P ₃ so as to mesh with each other. The planetary gears 26 and 27 have sun gears S ₁ and S ₂ formed on the hollow shaft 53 so as to rotate integrally with each other, and the carrier CR ₁ is also configured integrally, and further, the first pinion P ₁ and the second pinion P1. P ₂ is supported on the same shaft.

The control unit 20 also controls the second clutch C ₂
And a first brake B ₁ . The second clutch C ₂ is interposed between the flange portion 11a rising from the input shaft 11 and the flange portion 25a rising from the tip of the hollow shaft 25, and the clutch C ₂
On the other hand, a cylinder member 25b is arranged on the axially opposite side of the flange 25a. Further, the cylinder member 2
5b has a piston member 30 fitted therein, and a spring 31 is interposed between the rear surface of the piston member 30 and the stop ring, and these allow the second clutch C to be inserted.
A hydraulic actuator 32 for ₂ is configured. Also,
A brake drum 25c is fixed to the outer end portion of the hollow shaft flange portion 25a, and the first brake B ₁ composed of a band brake can be brought into contact with and separated from the drum 25c.

On the other hand, the output section 21 is located at substantially the center of the hybrid unit 2 and comprises an output (counter drive) gear 35 having a boss section 35a. The outer diameter of the boss portion 35a of the output gear 35 in the axle case 3 ₂ is rotatably and axially immovably supported via a bearing 36 in the partition wall 3 ₂ a are integrally formed, and the bearing 36 consists of a double tapered de roller bearings having two inner race interposed the outer race and the spacer ring which is splined to the partition walls 3 ₂ a. Further, the outer race extends in the axial direction, and the inner race of the first one-way clutch F ₁ is fixed to the extended portion. Further, a connecting member 39 which is spline-coupled with the ring gear R ₂ of the dual unit 27 and extends in the axial direction to serve as an outer race of the one-way clutch is arranged, and the first one-way clutch F ₁ is interposed between these two races. is doing.

[0023] Accordingly, the one-way clutch F ₁ is arranged in the axial direction in between the dual planetary gear 27 and the case partition wall 3 ₂ a, and is disposed substantially inwardly of the ring gear R ₂ of the dual planetary gear 27. Between the ring gear R ₂ outer periphery and the axle case 3 ₂ is interposed a second brake B ₂ is and the partition wall 3 ₂ a side wall surface portion formed cylinder, and in the cylinder piston Is arranged so as to be sandwiched between the hydraulic actuator 40 and the first one-way clutch F ₁ .
Further, the hydraulic actuator 40 has an arm having a cylindrical comb tooth shape, the arm extending in the axial direction through the outer diameter side of the first one-way clutch F ₁ , and the second brake B. ₂ is controlled, and a return spring 41 is arranged on the comb tooth portion.

The clutch portion 23 is provided with a _first (forward) clutch C ₁ and the automatic transmission 6
It is located at the rear end of the. Further, the input shaft 11 the rear end has a flange-like cylinder member 42 extending radially outward is rotatably supported, in the cylinder member and the piston member 43 is fitted, the clutch C ₁ The hydraulic actuator 45 is configured. Further, the first clutch C ₁ is interposed between the inner diameter portion of the expanded diameter extension portion 42 b of the cylinder member 42 and the outer diameter portion of the ring gear R ₁ of the single planetary gear 26, and is connected to the rear surface of the piston member 43. The return spring 45 is compressed between the retaining ring and the retaining ring.

An electric motor 7 is arranged on the rear end side of the automatic transmission 6 opposite to the torque converter 5. The electric motor 7 comprises a hollow motor such as a brushless DC motor, an induction motor, a DC shunt motor, etc., and is arranged at the axially rearmost end away from the engine 1 and constitutes a part of the integrated case. _Located within ₃ . The electric motor 10 has a stator 45 and a rotor 46, and the stator 45 has a motor case 3
_It is fixed to the inner wall of ₃ and has a coil 28 wound around it or is made of a permanent magnet such as ferrite or rare earth. In addition, the rotor 46 has a flange portion 46a that extends in the radial direction on the rear end side, is open on the front end side, and has the flange portion 46a.
A sleeve member 46b is integrally fixed to the inner diameter end of a.

On the other hand, a stepped cylindrical support member 49 is fixed to the central portion of the rear wall of the motor case 3 _3. The support member is formed with an oil passage communicating with the case 3 ₃ . The flange portion 46 a of the rotor 46 is rotatably supported by the large diameter portion via a bearing 50. Furthermore,
A sleeve 49a is fitted and fixed to the small diameter portion, an oil passage and a sealing groove are formed in the sleeve, and the sleeve member 46b of the rotor is rotatably supported via a roller bearing 51. Has been done. Further, a stepped annular connecting member 52 is splined to the tip end portion of the input shaft 11, and the cylinder member 42 is rotatably supported via a bush on the outer peripheral surface of the connecting portion. Further, the inner peripheral surface of the large diameter portion forms an oil passage with a communication passage and an oil seal and is supported by the sleeve 49a. Further, the hollow shaft 25, the support member 53 for the small ring gear R ₁ and the connecting member 52 are axially positioned by the end surface of the support member 49 via thrust bearings 54, respectively.

A spline groove 46d is formed on the inner peripheral surface of the rotor 46, and a wet multi-plate clutch is formed between the spline groove and the outer peripheral surface of the lug 52a fixed to the connecting member 52. The input switching clutch C ₃ is interposed. Further, the inner peripheral surface of the rotor 46, the collar portion 4
A cylinder 46c is formed by an annular groove portion formed by 6a and the inner diameter sleeve member 46b, and a piston 55 is fitted into the cylinder to form an input switching clutch hydraulic actuator 56. Further, a return spring 57 is contracted between the flange portion fixed to the sleeve member 46b and the piston rear surface, and a thrust bearing 59 is interposed between the end of the sleeve member 46b and the coupling member 52, and A resin type thrust bearing 58 is interposed between the lug 52a integrated with the connecting member and the cylinder member 42 to be positioned in the axial direction.

Further, the rotor 46 has a shape in which the open side thereof is closed by the flange-shaped cylinder member 42 in the assembled state, and the closed space A, that is, the rotor 4 is formed.
The input switching clutch C ₃ and its hydraulic actuator 56 are built in on the inner diameter side of 6. A spline projection 42a is formed on the outer peripheral surface of the small diameter portion of the cylinder member 42, and the projection 42a is engaged with a spline groove 46d formed on the rotor. Therefore, the cylinder member 42
Constitutes an input member of the automatic transmission 6 driven by the internal combustion engine 1 and / or the electric motor 7.

The counter shaft 60 and the differential device 9 are arranged at positions different from the input shaft 11 in the transaxle case 3 ₂ . The counter shaft 60 has a counter driven gear 61 and a small gear 6 that mesh with the output (counter drive) gear 35.
2 is fixed, and the differential device 9 has a ring gear 63 that meshes with the small gear. Further, in the differential device 9, the rotation from the ring gear is differentially branched to the left and right, and the left and right axle shafts 6 are respectively separated.
It is transmitted to the shafts 66a and 66b via 5a and 65b.

FIG. 4 is a plan view of the hybrid vehicle HV showing the arrangement of the respective elements, and a hybrid drive unit 2 comprising a torque converter 6, an automatic transmission 6 and an electric motor 7 in the front part of the vehicle, the so-called engine room. The engine 1 and the engine 1 are arranged laterally and are connected to the differential device 9 via an output portion which projects from a substantially central portion thereof. The differential device 9 is
It is located approximately in the center of the front right axle shafts 65a and 65b, and is linked to the front left and right wheels 66a and 66b via axles of the same length. The left and right rear wheels 67a at the rear of the vehicle,
The battery 70 is mounted between 67b.

Next, the operation of this embodiment will be described.

In general use of the hybrid vehicle HV, the internal combustion engine 1 rotates in a constant load range where the efficiency is high (that is, the fuel consumption rate is low) and the exhaust gas is clean, so that the running condition can be improved. Due to the corresponding load fluctuation, the electric motor 7 is appropriately driven so as to assist the insufficient output of the internal combustion engine 1. Therefore, when the vehicle starts with a large driving force, the input switching clutch C ₃ is in the connected state. In this state, the output from the internal combustion engine 1 is the output of the torque converter 5 and the input shaft 11 of the transmission 6.
Then, the electric power is transmitted to the rotor 46 of the electric motor 7 via the input switching clutch C ₃ , and the electric motor 7 is in a predetermined output state in order to assist the power that is insufficient in the internal combustion engine 1. Energy-based power is added to the rotor 46. Both outputs from the internal combustion engine 1 and the electric motor 7 are integrated and transmitted to the cylinder member 42 serving as an input member through the splines 46d and 42a, and further appropriately shifted (described below) via an automatic transmission device 6. Is transmitted to the wheels 66a and 66b.

When the vehicle is in a cruising state and the power consumption decreases, the output from the electric motor 7 decreases accordingly, and the power supply circuit to the electric motor 7 is cut off.
The rotor 46 is in the idling state, and the vehicle is rotated only by the power from the internal combustion engine 1 rotating in the efficiency state. When the vehicle is traveling at high speed and the power from the internal combustion engine 1 is insufficient, the electric motor 7 is driven again by a command from the control unit to assist the power corresponding to the shortage.

In the coasting state due to deceleration, stop, downhill, etc., that is, in the reverse driving state in which power is transmitted from the wheels to the engine side, the input switching clutch C ₃ is disengaged and the electric motor 7 is regeneratively braked. Is switched to. Then, the inertial energy of the vehicle is converted into electric energy by the regenerative braking circuit of the electric motor 7 and stored in the battery 70. At this time, the internal combustion engine 1 is in the idling state. This allows acceleration and deceleration,
In the normal traveling state in which the stop is repeated, the battery 70 stores a large amount of electric energy corresponding to the normal output consumption of the electric motor due to the regenerative braking action described above.
If the regenerative brake is not sufficient, the electric motor 7 may be switched to a regenerative brake (power generation) circuit during vehicle cruise, and a part of the output of the internal combustion engine 1 may be used for power generation by the electric motor and stored in the battery 70. Well, and when the vehicle is stopped, the first and second clutches C ₁ , C ₂
Disconnect and connect the input switching clutch C ₃ ,
In addition, the electric motor 7 may be switched to a regenerative braking (power generation) circuit to use the power of the internal combustion engine 1 for power generation by the electric motor 7, and a normal generator may be additionally provided for constant charging.

When a lean burn engine (lean air-fuel engine) is used as the internal combustion engine 1 that matches the hybrid unit 2 described above, the lean air-fuel ratio range of the engine is greatly expanded, which is a merit of the engine. In addition, it is possible to further improve fuel efficiency and exhaust gas purification by low fuel consumption and low nitrogen oxides.

Further, when the noise of the internal combustion engine is annoying in the early morning, or in the low torque region where the engine efficiency is low, the input switching clutch C ₃ is disengaged and the electric motor 7 is disconnected.
It is also possible to drive and run the vehicle only by the power of. In this case, the rotation of the rotor 46 of the electric motor 7 is
It is transmitted to the cylinder member 42 serving as an input member through the splines 46d and 42a, and further transmitted to the wheels 66a and 66b through the transmission device 6 which is appropriately changed in speed (first speed and second speed). At this time, the internal combustion engine 1 is in the idling state. Then, after exiting the ordinary road or ending the warm-up operation, the hybrid drive described above is switched to.
Further, while disconnecting the drive circuit of the electric motor 7 and connecting the input switching clutch C ₃ , the rotor idles,
It is also possible to drive the vehicle only by the power of the internal combustion engine 1.

It is also possible to use the electric motor 7 as an engine starter. The lockup clutch 16 of the torque converter 5 is engaged when the engine is stopped so that the shift lever is in the neutral position, that is, the first and second clutches C ₁ and C ₂ are disengaged, and the input switching clutch C ₃ is engaged. Then, the electric motor 7 is rotated. Then, the rotation of the rotor 46 is transmitted to the engine crankshaft 1 a via the input switching clutch C ₃ , the input shaft 11, and the lockup clutch 16, and the engine 1
To start.

As described above, when the hybrid unit 2 is in use, the input switching clutch C ₃ is
It is switched to connect or disconnect at the appropriate time. That is, through an oil passage formed in the motor case 3 ₃ and the supporting member 49, pressure oil based on the oil pump 17 is supplied to the hydraulic chamber of the hydraulic actuator 56, is the clutch C ₃ by extending the piston 55 By connecting and draining pressure oil from the hydraulic chamber of the hydraulic actuator 56, the piston 55 is returned by the return spring 47, and the clutch C ₃ is disengaged.

Therefore, every time the input switching clutch C ₃ is switched, oil is supplied to and discharged from the cylinder 46c of the hydraulic actuator 56, whereby the rotor 46 which has generated heat due to the use of the electric motor 7 (including the use by the regenerative brake). The heat of the rotor itself (rotor 46, collar 4
It is directly transmitted to the oil in the hydraulic chamber from the cylinder 46c constituted by 6a and the inner diameter sleeve member 46b), and is discharged to the outside of the electric motor 7 as the oil is discharged.
That is, the rotor 46 of the electric motor 7 is cooled by the oil accompanying the operation of the hydraulic actuator 56 for the input switching clutch C ₃ .

The stator 45 of the electric motor (7)
The oil pump 1 is similar to that shown in the prior art.
The lubricating oil based on No. 7 is dropped and supplied directly from the oil passage formed in the motor case 3 ₃ toward the stator 45 to be cooled. The lubricating oil supplied through the oil passage of the support member 49 lubricates the roller bearing 51, the thrust bearing 59, etc., and is then supplied to the input switching clutch C ₃ , which lubricates the clutch and splines 46d, 42a
Is discharged from the outside.

Further, in the rotor 46 of the electric motor, the flange portion 46a and the sleeve member 46b have bearings 50, 5
It is directly supported by the support member 49 via 1 and maintains a uniform and constant gap between the stators 45 to always maintain stable motor performance. Next, the operation of the third speed automatic transmission 6 will be described with reference to the operation table of FIG. The rotation by the internal combustion engine 1 and / or the electric motor 7 described above is transmitted from the rotor 46 to the cylinder member 42 which is an input member via the splines 46d and 42a.

In the first speed (1ST) state, the first (forward) clutch C ₁ is engaged. Then, the rotation of the input member 42 is transmitted to the (small) ring gear R ₁ of the single planetary gear 26 via the clutch C ₁ , and in this state, the (large) ring gear R ₂ of the dual planetary gear 27 is connected to the first one-way. Since the rotation is blocked by the clutch F _{1, the} common carrier CR ₁ is significantly decelerated in the positive direction while idling the sun gears S ₁ and S ₂ in the opposite direction, and the rotation is taken out from the output gear 35.

In the second speed (2ND) state, the first (second) brake B ₁ is operated in addition to the connection of the first clutch C ₁ . Then, the rotation of the sun gears S ₁ and S ₂ is stopped by the brake B ₁ , so that the rotation of the small ring R ₁ from the input member 42 is prevented from rotating by the dual planetary gear 27.
While rotating the large ring gear R ₂ in the positive direction, the carrier CR ₁ is decelerated in the positive direction, and the rotation is taken out to the output gear 35 as the second speed.

Further, in the third speed (3RD) state, the second (direct) clutch C ₂ is connected in addition to the connection of the first (forward) clutch C ₁ . Then, the input member 4
2 rotations via the first clutch C ₁ to the small ring gear R
₁ , the rotation of the input shaft 11 is transmitted to the sun gears S ₁ and S ₂ via the second clutch C ₂ , and the input switching clutch C ₃ is in the connected state. Since the planetary gears 26 and 27 rotate together with the shaft 11, the carrier CR ₁
Rotation at the same speed as that of the input member 42 is taken out from the output gear 35 via.

Further, in the reverse (REV) range, the second clutch C ₂ and the second (1ST reverse) brake B ₂ are operated. Then, the rotation of the input shaft 11 rotating in the same manner as the input member 42 is transmitted to the sun gears S ₁ and S ₂ via the clutch C ₂ , and in this state, the large ring gear R ₂ of the dual planetary gear 27 is used as the second brake. Since it is fixed by the braking of B _2, the carrier CR ₁ is also reversed while the small ring gear R ₁ of the single planetary gear 26 is reversed, and the reverse rotation of the carrier causes the output gear 35 to rotate.
Taken out.

[0046] Also, although the one-way clutch F ₁ becomes a free state in the first speed state during coasting, the second brake B ₂ is in addition to the first connection of the clutch C ₁ is operated, large by the brake B ₂ The ring gear R ₂ is fixed and the first speed state is maintained. Further, in the second speed, the third speed, and the reverse, the one-way clutch is not used, so that the gear is maintained even in the coast state.
Therefore, the regenerative braking function of the electric motor 7 during the coast described above is always maintained.

The rotation of the output gear 35 due to each of the above-described shift speeds is decelerated through the gears 61, 62, 63, and the differential device 9 causes the left and right axles 65a,
65b and transmitted to the front wheels 66a, 66b.

The above-described automatic transmission 6 for the third forward speed and the first reverse speed is compact, particularly has a shortened axial dimension, is highly reliable, and has a rear end. Even if the electric motor 7 is attached to the section, the engine horizontal type F can be provided by disposing the input switching clutch C ₁ and its hydraulic actuator 56 inside the rotor.
・ Can be installed for F vehicles. Further, the automatic transmission is not limited to that of the above-described embodiment, but is, for example, compact, especially in the axial direction, as disclosed in JP-A-63-10.
Of course, other automatic transmissions such as the one shown in Japanese Patent No. 7812 may be used.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a first embodiment according to the present invention.

FIG. 2 is a sectional view showing the embodied hybrid unit.

FIG. 3 is a diagram showing the operation of each clutch and brake of the automatic transmission.

FIG. 4 is a plan view of a hybrid vehicle to which this embodiment is applied.

[Description of Reference Signs] 1 combustion engine 1a engine output shaft 2 hybrid unit 3 integrated case 3 ₃ motor case 6 automatic transmission 7 electric motor 22 speed change gear section (planetary gear unit section) 35 output member (gear) 42 input member 42a engagement Part (Spline protrusion) 45 Stator 46 Rotor 46a Collar part 46b Sleeve part (member) 46d Engagement groove (spline groove) 49 Support member 56 Hydraulic actuator A Closed space C ₃ Input switching clutch

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI B60K 6/04 530 B60K 6/04 530 733 733 B60L 11/14 B60L 11/14 (72) Inventor Satoru Tanaka Anjo, Aichi Prefecture Fujii Machitakane 10 Aisin AW Co., Ltd. (56) References JP-A 5-330349 (JP, A) JP-A 6-54409 (JP, A) (58) Fields investigated (Int.Cl . ⁷ , DB name) B60K 17/04 B60K 6/02-6/06 B60L 11/02-11/14

Claims (2)

(57) [Claims] 1. A hybrid vehicle comprising a combustion engine, an electric motor, and a transmission for transmitting the rotation of the combustion engine and / or the electric motor to wheels, wherein the transmission has an input member and an output. A transmission gear, a transmission gear portion capable of changing a transmission path, and an input switching means for switching the rotation of the combustion engine to the input member for transmission or disconnection, and the input member is a rear end of the transmission. The electric motor includes a stator fixed to a case, and a rotatable rotor located inside the stator, and The rotor has a flange portion that extends in the radial direction at the rear end side thereof, and a sleeve portion provided on the inner diameter portion of the flange portion, and the flange portion and the sleeve portion support the case integrally with the case. Rotatably supported by a member, an engaging portion is formed on the flange-shaped member, an engaging groove is formed on the inner peripheral surface of the front end side of the rotor, and the engaging portion and the engaging groove are fitted together. Then, the input member and the rotor are connected to each other, a space inside the rotor constituted by the rotor, the flange portion and the sleeve portion is closed, and a part of the transmission is arranged in the closed space. A hybrid vehicle characterized by: 2. A part of the transmission accommodated in the closed space is the input switching means, and the input switching means is an input interposed between an output shaft of the combustion engine and the rotor. The hybrid vehicle according to claim 1, comprising a switching clutch and a hydraulic actuator that switches and operates the clutch.