JP6177092B2 - Power transmission mechanism - Google Patents

Description

  The present invention relates to a power transmission mechanism that transmits power between an engine and a transmission.

  Conventionally, fuel cut control is known as control for improving the fuel efficiency of a vehicle. The fuel cut control is a control for stopping the supply of fuel to the engine (fuel cut) until the rotational speed of the engine is reduced to a predetermined rotational speed during coasting (inertia traveling) of the vehicle.

JP 2011-43109 A

  During coasting, the torque converter lock-up clutch interposed between the engine and the transmission is engaged, so that the deceleration force due to engine friction and pumping loss acts on the vehicle. When energy regeneration that regenerates the power from the drive wheels to electric power is performed by the generator during deceleration by coasting, regenerative braking force is generated, so if the deceleration force due to engine friction or pumping loss is large, the regenerative amount increases. Can't get.

  An object of the present invention is to provide a power transmission mechanism that can reduce engine friction and pumping loss.

  In order to achieve the above object, a power transmission mechanism according to one aspect of the present invention is applied to a vehicle equipped with an engine, a transmission, and a motor generator, and transmits power between the engine and the transmission. A torque converter that transmits power between an engine-side torque converter input shaft and a transmission-side torque converter output shaft, and a first element that is connected to a rotation shaft of a motor generator, and a torque converter input shaft. And a reverse speed reduction mechanism that decelerates the power from the transmission side and transmits it to the engine. The torque converter includes a torque converter, and a torque converter comprising a planetary gear mechanism having a second element and a third element to which a torque converter output shaft is coupled. The torque converter cover connected to the output shaft, the turbine runner connected to the torque converter cover, and the torque converter cover accommodated in the torque converter cover and connected to the torque converter input shaft A pump impeller has, torque converter cover also serves as a third element.

  Unlike the conventional torque converter, the torque converter has a configuration in which the turbine runner is connected to the torque converter cover, the torque converter input shaft is connected to the pump impeller, and the torque converter output shaft is connected to the torque converter cover. In this configuration, when power is input from the engine to the torque converter input shaft, the torque converter input shaft and the pump impeller rotate. When the pump impeller rotates, oil flows from the pump impeller toward the turbine runner. The oil flow is received by the turbine runner, the turbine runner and the torque converter cover rotate, and the power generated by the rotation is output from the torque converter output shaft.

  Further, a reverse speed reduction mechanism including a planetary gear mechanism is provided between the engine and the transmission. A rotating shaft of a motor generator is connected to the first element of the planetary gear mechanism, and a torque converter input shaft is connected to the second element. The torque converter cover connected to the torque converter output shaft also serves as the third element of the planetary gear mechanism.

  Because the torque converter output shaft is connected to the torque converter cover, when the vehicle is running on the coast, the torque converter input shaft and the torque converter cover are separated (lock-up release), and the power from the transmission is transferred from the torque converter output shaft to the torque converter cover. Is transmitted to. Since the torque converter cover also serves as the third element of the planetary gear mechanism, the power transmitted to the torque converter cover is divided and transmitted to the motor generator and the engine via the first element and the second element, respectively.

  In the planetary gear mechanism, the rotation speed of the second element can be changed by changing the rotation speed of the first element. Therefore, the engine speed can be arbitrarily changed by changing the motor generator speed. Therefore, by operating the motor generator as a generator, the power transmitted to the motor generator can be arbitrarily regenerated into electric power while the rotational speed of the motor generator is arbitrarily adjusted.

  Therefore, when the vehicle is traveling on the coast, the engine speed is reduced by changing the rotational speed of the motor generator, thereby reducing engine friction and pumping loss. As a result, deceleration of the vehicle due to engine friction and pumping loss can be suppressed, and the amount of regeneration by the motor generator can be increased accordingly. Further, by consuming the electric power regenerated by the motor generator as the driving power of the auxiliary machine or the driving power of the motor for driving assistance, the fuel efficiency of the vehicle can be improved. Further, by suppressing the deceleration of the vehicle due to engine friction or pumping loss, unnecessary accelerator operation for weakening the deceleration of the vehicle can be suppressed. As a result, fuel consumption can be improved by fuel cut.

  In addition, even when the vehicle is running on the coast, even if the rotational speed of the motor generator is reduced so that the rotational speed of the engine is lower than the lowest rotational speed (for example, 300 rpm) at which the engine can return independently, the engine must be restarted. Sometimes, by increasing the rotational speed of the motor generator, the rotational speed of the engine can be increased to a rotational speed at which the engine can return independently. For this reason, during coasting, the engine speed is lower than the lowest engine speed at which the engine can return independently, further reducing engine friction and pumping loss, increasing the amount of regeneration by the motor generator, and fuel consumption by fuel cut control. The effect of improvement can be further increased. Also, during coasting, engine rotation can be stopped to eliminate engine friction and pumping loss.

  Furthermore, when the engine is restarted during coasting, the motor generator speed is increased, and the engine speed is increased until it exceeds the engine speed range where large vibrations occur in the engine, and then the engine is fired. be able to. Thereby, it can suppress that an engine produces the big vibration resulting from a rotation speed, and can aim at the improvement of riding comfort.

  When the mechanical oil pump is mounted on a vehicle, the mechanical oil pump is preferably provided to receive power from the first element.

  In this case, when the motor generator is driven as a motor, the power of the motor generator is transmitted to the mechanical oil pump via the first element. Therefore, the mechanical oil pump can be driven by the power of the motor generator, and the hydraulic pressure by the mechanical oil pump can be secured. Therefore, an electric oil pump for assisting the mechanical oil pump can be eliminated, and the cost and weight of the vehicle can be reduced.

  A power transmission mechanism according to another aspect of the present invention is a power transmission mechanism that is applied to a vehicle equipped with an engine and a transmission and that transmits power between the engine and the transmission, and includes a pump impeller, a turbine runner, Torque converter with a lock-up clutch that transmits power between the torque converter input shaft on the engine side and the torque converter output shaft on the transmission side, and reverse deceleration that reduces the power from the transmission side and transmits it to the engine side And a one-way clutch that is provided between the reverse speed reduction mechanism and the torque converter input shaft and transmits power in one direction from the reverse speed reduction mechanism toward the torque converter input shaft.

  According to this configuration, the reverse speed reduction mechanism that decelerates the power from the transmission side and transmits it to the torque converter is provided. Therefore, during coasting of the vehicle, power from the transmission side can be transmitted to the engine via the reverse speed reduction mechanism and the torque converter. Thereby, the engine speed can be made lower than the speed of the input shaft of the transmission. Therefore, engine friction and pumping loss can be reduced during vehicle coasting. As a result, deceleration of the vehicle due to engine friction and pumping loss can be suppressed, and the amount of regeneration by the motor generator can be increased accordingly. Further, by consuming the electric power regenerated by the motor generator as the driving power of the auxiliary machine or the driving power of the motor for driving assistance, the fuel efficiency of the vehicle can be improved. Further, by suppressing the deceleration of the vehicle due to engine friction or pumping loss, unnecessary accelerator operation for weakening the deceleration of the vehicle can be suppressed. As a result, fuel consumption can be improved by fuel cut.

  A one-way clutch that transmits power in one direction from the reverse speed reduction mechanism toward the torque converter input shaft is provided. Therefore, it is possible to prevent the engine power from being transmitted to the transmission via the reverse speed reduction mechanism when the vehicle is accelerated. As a result, engine power can be satisfactorily transmitted to the transmission via the torque converter.

  Instead of a one-way clutch that transmits power in one direction from the reverse speed reduction mechanism toward the torque converter input shaft, a one-way clutch that transmits power in one direction from the transmission toward the reverse speed reduction mechanism may be adopted. . However, in the state where the lock-up clutch is engaged, in the former configuration, the rotational speed difference between the both sides of the one-way clutch is relatively small, so the drag loss due to the one-way clutch is relatively small. Since the rotational speed difference between both sides of the one-way clutch is relatively large, drag loss due to the one-way clutch is relatively large. Therefore, the former configuration can improve fuel efficiency compared to the latter configuration.

  According to the present invention, engine friction and pumping loss can be reduced. As a result, deceleration of the vehicle due to engine friction and pumping loss can be suppressed, and the amount of regeneration by the motor generator can be increased accordingly. Further, by consuming the electric power regenerated by the motor generator as the driving power of the auxiliary machine or the driving power of the motor for driving assistance, the fuel efficiency of the vehicle can be improved. Further, by suppressing the deceleration of the vehicle due to engine friction or pumping loss, unnecessary accelerator operation for weakening the deceleration of the vehicle can be suppressed. As a result, fuel consumption can be improved by fuel cut.

It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 1st Embodiment of this invention, and shows the power transmission path | route at the time of engine start during a stop of a vehicle. It is a collinear diagram which shows the relationship between the rotation speed of the sun gear of a reverse direction reduction mechanism, a carrier, and a ring gear when an engine is started during a stop of a vehicle. FIG. 2 is a diagram schematically showing a power transmission path when a hydraulic pressure generated by a mechanical oil pump is raised and a vehicle 1 starts running while the vehicle is stopped. FIG. 5 is a collinear diagram showing the relationship between the rotation speed of the sun gear, the carrier and the ring gear of the reverse speed reduction mechanism when the hydraulic pressure generated by the mechanical oil pump is raised while the vehicle is stopped and when the vehicle 1 starts to travel. It is a figure which shows the power transmission path | route at the time of acceleration of a vehicle schematically. FIG. 5 is a collinear diagram showing the relationship among the rotational speeds of a sun gear, a carrier, and a ring gear of a reverse direction reduction mechanism during vehicle acceleration. FIG. 3 is a diagram schematically showing a power transmission path during coasting of a vehicle. FIG. 6 is a collinear diagram showing the relationship among the rotational speeds of a sun gear, a carrier, and a ring gear of a reverse speed reduction mechanism during vehicle coasting. It is a collinear diagram which shows the relationship between the rotation speed of the sun gear of a reverse direction reduction mechanism, a carrier, and a ring gear when an engine is restarted during coast driving | running | working of a vehicle. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 2nd Embodiment of this invention. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 3rd Embodiment of this invention, and shows the power transmission path | route at the time of engine start during a stop of a vehicle. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 4th Embodiment of this invention, and shows the power transmission path | route at the time of the engine starting in the time of a stop of a vehicle. FIG. 13 is a diagram schematically showing a power transmission path at the start of traveling of the vehicle shown in FIG. 12. FIG. 13 is a diagram schematically showing a power transmission path during acceleration of the vehicle shown in FIG. 12. FIG. 13 is a diagram schematically showing a power transmission path when the vehicle shown in FIG. 12 is stopped. FIG. 13 is a diagram schematically showing a power transmission path during coasting of the vehicle shown in FIG. 12. FIG. 13 is a diagram schematically showing a power transmission path when the engine is restarted during coasting of the vehicle shown in FIG. 12. It is a figure which shows the relationship between the rotation speed of an engine and a T / M input shaft when an engine is restarted during the coast driving | running | working of the vehicle shown by FIG. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 5th Embodiment of this invention. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 6th Embodiment of this invention. It is a figure which shows notionally the structure of the drive system of the vehicle incorporating the power transmission mechanism which concerns on 7th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a diagram conceptually showing the configuration of a drive system of a vehicle 1 incorporating a power transmission mechanism according to a first embodiment of the present invention.

  The vehicle 1 is an automobile that uses an engine (E / G) 2 as a power source. The vehicle 1 includes a transmission 3, a torque converter 4, a reverse speed reduction mechanism 5, a motor generator 6, a mechanical oil pump 7, an electric oil pump 8, and a reverse rotation prevention clutch 9.

The transmission 3 is a V-belt continuously variable transmission (CVT: Continuously).
Variable transmission). That is, the transmission 3 includes a primary pulley 11, a secondary pulley 12, and a V belt 13 that is wound around the primary pulley 11 and the secondary pulley 12. The primary pulley 11 is supported by the connecting shaft 14. The secondary pulley 12 is supported by the T / M output shaft 15. A final gear 16 is attached to the T / M output shaft 15. The final gear 16 meshes with the differential gear 17.

  The transmission 3 includes a forward / reverse switching mechanism 18. The forward / reverse switching mechanism 18 includes a planetary gear mechanism 21, a reverse clutch 22, and a forward brake 23.

  The planetary gear mechanism 21 includes a sun gear 24, a planetary gear 25, a carrier 26, and a ring gear 27. The sun gear 24 is held by the T / M input shaft 28. Gear teeth are formed on the outer peripheral surface of the sun gear 24. A plurality of planetary gears 25 are provided, for example, and arranged around the sun gear 24 at equal angular intervals. Gear teeth are formed on the outer peripheral surface of each planetary gear 25, and each planetary gear 25 meshes with the sun gear 24. The carrier 26 collectively holds the planetary gears 25 so as to be rotatable. The ring gear 27 has an annular shape and is held by the connecting shaft 14. Gear teeth are formed on the inner peripheral surface of the ring gear 27, and the ring gear 27 meshes with each planetary gear 25.

  The reverse clutch 22 is interposed between the T / M input shaft 28 and the carrier 26. When the reverse clutch 22 is engaged, the T / M input shaft 28 and the carrier 26 are connected, and they can rotate integrally. When the reverse clutch 22 is disengaged, the T / M input shaft 28 and the carrier 26 are separated, and they can be rotated individually.

  The forward brake 23 is a brake mechanism that stops the rotation of the carrier 26 in the operating state (on) and allows the rotation of the carrier 26 in the non-operating state.

  When power is transmitted to the T / M input shaft 28 in a state where the reverse clutch 22 is disconnected and the forward brake 23 is operating, the sun gear 24 rotates together with the T / M input shaft 28. Then, the rotation of the sun gear 24 is transmitted to the ring gear 27 via the planetary gear 25, and the ring gear 27 rotates at a reduced speed in the direction opposite to that of the sun gear 24. At this time, the rotation of the ring gear 27 extends left and right from the differential gear 17 via the connecting shaft 14, the primary pulley 11, the V belt 13, the secondary pulley 12, the T / M output shaft 15, the final gear 16, and the differential gear 17. It is transmitted to the drive shafts 29L and 29R. As a result, the drive shafts 29L and 29R rotate, and the drive wheels 30L and 30R rotate in the forward direction of the vehicle 1 together with the drive shafts 29L and 29R.

  When power is transmitted to the T / M input shaft 28 in a state where the reverse clutch 22 is engaged and the forward brake 23 is not operated, the sun gear 24 and the planetary gear 25 rotate together with the T / M input shaft 28. The rotation of the planetary gear 25 is transmitted to the ring gear 27, and the ring gear 27 rotates in the same direction as the sun gear 24. At this time, the rotation of the ring gear 27 is transmitted to the drive shafts 29L and 29R via the primary pulley 11, the V belt 13, the secondary pulley 12, the T / M output shaft 15, the final gear 16, and the differential gear 17. As a result, the drive shafts 29L, 29R rotate, and the drive wheels 30L, 30R rotate in the reverse direction of the vehicle 1.

  The torque converter 4 is interposed between the output shaft 31 of the engine 2 (hereinafter referred to as “E / G output shaft”) and the T / M input shaft 28 of the transmission 3. The torque converter 4 includes a torque converter input shaft 41, a torque converter output shaft 42, a torque converter cover 43, a pump impeller 44, a turbine runner 45, and a lockup clutch 46.

  The torque converter input shaft 41 is disposed on the same axis as the E / G output shaft 31 and is connected to the E / G output shaft 31.

  The torque converter output shaft 42 is disposed on the same axis as the T / M input shaft 28, and one end and the other end are connected to the T / M input shaft 28 and the torque converter cover 43, respectively.

  The torque converter cover 43 is provided so as to be rotatable together with the torque converter output shaft 42. The torque converter cover 43 has a cylindrical outer peripheral surface centering on the rotation axis of the torque converter output shaft 42.

  The pump impeller 44 is accommodated in the torque converter cover 43. A torque converter input shaft 41 is connected to the pump impeller 44, and the pump impeller 44 rotates integrally with the torque converter input shaft 41.

  The turbine runner 45 is arranged on the side opposite to the torque converter output shaft 42 side with respect to the pump impeller 44, that is, on the engine 2 side. The turbine runner 45 is connected to the torque converter cover 43 and rotates integrally with the torque converter cover 43.

  The lock-up clutch 46 is accommodated in the torque converter cover 43 and is disposed on the torque converter output shaft 42 side with respect to the pump impeller 44. When the lockup clutch 46 is engaged, the torque converter input shaft 41 and the torque converter cover 43 are directly connected. When the connection is released, the torque converter input shaft 41 and the torque converter cover 43 are separated.

  When power is input from the E / G output shaft 31 to the torque converter input shaft 41 in a state where the lockup clutch 46 is disconnected, the torque converter input shaft 41 and the pump impeller 44 rotate. When the pump impeller 44 rotates, an oil flow from the pump impeller 44 toward the turbine runner 45 is generated. The oil flow is received by the turbine runner 45, and the turbine runner 45 rotates. Then, the torque converter cover 43 and the torque converter output shaft 42 rotate integrally with the turbine runner 45, and the power generated by the rotation of the turbine runner 45 is output to the torque converter output shaft 42.

  When power is input from the E / G output shaft 31 to the torque converter input shaft 41 while the lockup clutch 46 is engaged, the torque converter cover 43 and the torque converter output shaft 42 rotate together with the torque converter input shaft 41. Then, the power from the E / G output shaft 31 is output to the torque converter output shaft 42.

  The reverse speed reduction mechanism 5 is a planetary gear mechanism and is provided in parallel with the lockup clutch 46 of the torque converter 4. The reverse speed reduction mechanism 5 includes a sun gear 51, a planetary gear 52, a carrier 53, and a ring gear 54. The sun gear 51 is arranged so that the rotational axis of the pump impeller 44 coincides with the pump impeller 44 and is held by the pump impeller 44. A plurality of planetary gears 52 are provided, for example, and arranged around the sun gear 51 at equal angular intervals. Each planetary gear 52 meshes with the sun gear 51. The carrier 53 includes a torque converter cover 43, and holds the planetary gears 52 in a collective manner so as to be rotatable. The ring gear 54 has an annular shape and is provided so as to surround the planetary gear 52 in a lump. Gear teeth are formed on the inner peripheral surface and outer peripheral surface of the ring gear 54, and the gear teeth on the inner peripheral surface mesh with each planetary gear 52.

  The motor generator 6 is provided such that the rotating shaft 61 is parallel to the E / G output shaft 31. An M / G gear 62 is held on the rotating shaft 61. The M / G gear 62 meshes with the gear teeth on the outer peripheral surface of the ring gear 54 of the reverse speed reduction mechanism 5.

  The mechanical oil pump 7 has a pump input shaft provided coaxially with the torque converter output shaft 42. Accordingly, when the torque converter output shaft 42 rotates, power is transmitted from the torque converter output shaft 42 to the mechanical oil pump 7, the mechanical oil pump 7 is operated, and oil is sent out from the mechanical oil pump 7. The oil sent from the mechanical oil pump 7 is supplied to the transmission 3 and the like.

  The electric oil pump 8 is an oil pump driven by a motor, and operates in a situation where the mechanical oil pump 7 cannot generate sufficient hydraulic pressure, and supplies oil to the transmission 3 and the like.

  The reverse rotation prevention clutch 9 is interposed between the torque converter output shaft 42 and a member fixedly disposed on the vehicle 1. The reverse rotation prevention clutch 9 allows the torque converter output shaft 42 to rotate in the same direction as the E / G output shaft 31 and prevents rotation in the reverse direction.

  FIG. 2 is a collinear diagram showing the relationship among the rotational speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the reverse speed reduction mechanism 5 when the engine 2 is started while the vehicle 1 is stopped.

  When the engine 2 is started while the vehicle 1 is stopped (stopped), the lockup clutch 46 of the torque converter 4 and the reverse clutch 22 of the forward / reverse switching mechanism 18 are disconnected. Further, the forward brake 23 of the forward / reverse switching mechanism 18 is deactivated.

  In this state, the motor generator 6 is reversely controlled, and the motor generator 6 is driven as a motor. The power generated by the motor generator 6 is transmitted to the ring gear 54 via the M / G gear 62. The rotation of the ring gear 54 is transmitted to the planetary gear 52. At this time, the rotation of the torque converter output shaft 42 and the carrier 53 (the torque converter cover 43) is blocked by the function of the reverse rotation blocking clutch 9. Therefore, the power transmitted from the ring gear 54 to the planetary gear 52 is transmitted from the planetary gear 52 to the sun gear 51 as a rotational force in the direction opposite to that of the ring gear 54, as shown in FIG. Due to this rotational force, the sun gear 51, the pump impeller 44, the torque converter input shaft 41, and the E / G output shaft 31 rotate together. Thereby, the engine 2 is cranked. The engine 2 is started by sparking the spark plug while the engine 2 is cranked.

  FIG. 3 is a diagram schematically showing the power transmission path when the hydraulic pressure generated by the mechanical oil pump 7 is raised and the vehicle 1 starts running while the vehicle 1 is stopped. FIG. 4 is a collinear diagram showing the relationship among the rotational speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the reverse speed reduction mechanism 5 at that time.

  When the electric oil pump 8 is driven and hydraulic pressure is generated from the electric oil pump 8, the forward brake 23 of the forward / reverse switching mechanism 18 is activated.

  The engine 2 is started, the power is input from the E / G output shaft 31 to the torque converter input shaft 41, and the torque converter input shaft 41 and the pump impeller 44 rotate together. Since the lockup clutch 46 of the torque converter 4 is disconnected, when the pump impeller 44 rotates, an oil flow from the pump impeller 44 toward the turbine runner 45 is generated. The oil flow is received by the turbine runner 45, and the turbine runner 45 rotates. Then, the torque converter cover 43 and the torque converter output shaft 42 rotate integrally with the turbine runner 45, and the power generated by the rotation of the turbine runner 45 is output to the torque converter output shaft 42.

  As the torque converter output shaft 42 rotates, the mechanical oil pump 7 operates, and the hydraulic pressure generated by the mechanical oil pump 7 increases. The electric oil pump 8 is driven until a sufficient oil pressure is generated from the mechanical oil pump 7, and if a sufficient oil pressure is generated from the mechanical oil pump 7, the drive of the electric oil pump 8 is stopped. Good.

  Since the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected and the forward brake 23 is operated, the power of the T / M input shaft 28 that rotates integrally with the torque converter output shaft 42 is transmitted to the sun gear 24 of the planetary gear mechanism 21. To the planetary gear 25 through which the planetary gear 25 is rotated. Then, the rotation of the planetary gear 25 is transmitted to the ring gear 27, and the power of the torque converter output shaft 42 is transmitted to the connecting shaft 14 as the ring gear 27 rotates. At this time, since the carrier 26 is fixed, the power of the T / M input shaft 28 is decelerated and transmitted to the connecting shaft 14.

  The power transmitted to the connecting shaft 14 is transmitted to the drive shafts 29L and 29R via the primary pulley 11, the V belt 13, the secondary pulley 12, the T / M output shaft 15, the final gear 16 and the differential gear 17, and driven. The wheels 30L and 30R are rotated in the forward direction of the vehicle 1. Thereby, the vehicle 1 starts.

  At this time, as shown in FIG. 4, the rotational speed of the carrier 53 (T / M input shaft 28) is lower than the sun gear 51 (E / G output shaft 31) due to the torque amplification effect of the torque converter 4. Is maintained, the vehicle 1 travels in the torque converter region. If necessary, the motor generator 6 is driven as a motor, and the rotation of the T / M input shaft 28 is assisted by the power of the motor generator 6.

  FIG. 5 is a diagram schematically showing a power transmission path during acceleration of the vehicle 1. FIG. 6 is a collinear diagram showing the relationship among the rotational speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the reverse speed reduction mechanism 5 at that time.

  When the vehicle 1 reaches a predetermined vehicle speed after starting, the lockup clutch 46 of the torque converter 4 is engaged. When the lockup clutch 46 is engaged, the power input from the E / G output shaft 31 to the torque converter input shaft 41 is transmitted to the torque converter output shaft 42 via the torque converter cover 43 without any change in speed. That is, as shown in FIG. 6, the sun gear 51 (E / G output shaft 31), the carrier 53 (T / M input shaft 28), and the ring gear 54 rotate at the same rotational speed.

  Since the power transmission path from the torque converter output shaft 42 to the drive wheels 30L and 30R is as described above, the description thereof is omitted.

  Further, as the torque converter output shaft 42 rotates, the mechanical oil pump 7 operates, and oil is continuously supplied from the mechanical oil pump 7 to the transmission 3.

  FIG. 7 is a diagram schematically showing a power transmission path during coasting of the vehicle 1. FIG. 8 is a collinear diagram showing the relationship among the rotational speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the reverse speed reduction mechanism 5 at that time.

  If the driver no longer depresses the accelerator pedal while the vehicle 1 is traveling, the vehicle 1 enters the coasting state. The coast running state generally refers to an inertia running state in which the accelerator pedal and the brake pedal are not depressed, but in the coast running state in the present embodiment, the accelerator pedal is not depressed and the brake pedal is depressed. A deceleration state may be included.

  During coasting, the lockup clutch 46 of the torque converter 4 and the reverse clutch 22 of the forward / reverse switching mechanism 18 are disconnected, and the forward brake 23 of the forward / reverse switching mechanism 18 is activated. Further, the fuel supply to the engine 2 is stopped by the fuel cut control.

  Power from the drive wheels 30L and 30R is transmitted to the differential gear 17 via the drive shafts 29L and 29R, respectively, and is transmitted from the differential gear 17 to the T / M output shaft 15 of the transmission 3 via the final gear 16. Is done. The power transmitted to the T / M output shaft 15 is transmitted to the connecting shaft 14 via the secondary pulley 12, the V belt 13 and the primary pulley 11. At this time, the power transmitted from the T / M output shaft 15 to the connecting shaft 14 is shifted at a predetermined gear ratio (a gear ratio that keeps the rotational speed of the T / M input shaft 28 as low as possible). The

  Since the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected and the forward brake 23 is operating, the power transmitted to the connecting shaft 14 is transmitted to the sun gear 24 via the planetary gear 25 of the planetary gear mechanism 21, 24, T / M input shaft 28 and torque converter output shaft 42 are rotated together. Since the carrier 26 is fixed when the forward brake 23 is activated, the power of the connecting shaft 14 is increased and reversed, and transmitted to the torque converter output shaft 42 to rotate the torque converter output shaft 42. .

  As the torque converter output shaft 42 rotates, the mechanical oil pump 7 is operated, and oil is supplied from the mechanical oil pump 7 to the transmission 3. Therefore, the clamping pressure of the V-belt 13 (CVT belt clamping pressure) and the operating pressure of the forward brake 23 of the transmission 3 are properly maintained.

  The torque converter cover 43 that also serves as the carrier 53 of the reverse speed reduction mechanism 5 rotates together with the torque converter output shaft 42. The power generated by the rotation of the torque converter cover 43 is divided and transmitted to the sun gear 51 and the ring gear 54 via the planetary gear 52. Since the lock-up clutch 46 of the torque converter 4 is disconnected, the power generated by the rotation of the torque converter cover 43 is not directly transmitted to the torque converter input shaft 41. When the ring gear 54 rotates in the same direction at the same rotational speed as the carrier 53, the sun gear 51 rotates in the same direction at the same rotational speed as the carrier 53. When the motor generator 6 is controlled to increase the rotational speed of the M / G gear 62 as shown in FIG. 8, the rotational speed of the ring gear 54 increases and the rotational speed of the E / G output shaft 31 decreases. On the other hand, when the motor generator 6 is controlled to decrease the rotation speed of the M / G gear 62, the rotation speed of the ring gear 54 decreases and the rotation speed of the E / G output shaft 31 increases. That is, the rotational speed of the E / G output shaft 31 (engine 2) can be changed by controlling the rotational speed of the motor generator 6.

  When the vehicle 1 is traveling on the coast, the rotational speed of the motor generator 6 is changed to reduce the rotational speed of the engine 2, whereby the friction and pumping loss of the engine 2 can be reduced. As a result, deceleration of the vehicle due to friction of the engine 2 or pumping loss can be suppressed, and the amount of regeneration by the motor generator 6 can be increased correspondingly. Then, by using the electric power regenerated by the motor generator 6 for the driving electric power of the auxiliary machine, the fuel efficiency of the vehicle 1 can be improved. Further, since the deceleration of the vehicle 1 due to the friction of the engine 2 or the pumping loss is suppressed, unnecessary accelerator operation for weakening the deceleration of the vehicle 1 can be suppressed. As a result, fuel consumption can be improved by fuel cut.

  FIG. 9 is a collinear diagram showing the relationship among the rotational speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the reverse speed reduction mechanism 5 when the engine 2 is restarted during coasting of the vehicle 1.

  When the accelerator operation is performed by the driver while the vehicle 1 is traveling on the coast, the engine 2 is restarted. At this time, before the supply of fuel to the engine 2 is resumed, the rotational speed of the motor generator 6 is increased. As the rotational speed of the motor generator 6 increases, the rotational speed of the engine 2 (E / G output shaft 31) increases.

  Then, after the engine 2 has exceeded the rotation speed range (for example, ~ 500 rpm) at which the engine 2 has a large vibration caused by the rotation speed, the spark plug of the engine 2 is sparked, so that the engine 2 Restart (fire). Thereafter, when the rotational speed of the engine 2 increases to near the rotational speed of the torque converter output shaft 42, the lockup clutch 46 of the torque converter 4 is engaged. When the lockup clutch 46 is engaged, the power input from the E / G output shaft 31 to the torque converter input shaft 41 is transmitted to the torque converter output shaft 42 via the torque converter cover 43 without any change in speed.

  While the vehicle 1 is running on the coast, the motor generator 6 rotates when the engine 2 needs to be restarted even if the rotational speed of the engine 2 falls below a minimum rotational speed (for example, 300 rpm) at which the engine 2 can return independently. By increasing the number, the rotation speed of the engine 2 can be increased to a rotation speed at which the engine 2 can return independently. For this reason, during coasting, the engine 2 speed is set lower than the minimum speed at which the engine 2 can return independently, further reducing the friction and pumping loss of the engine 2 and further improving the fuel efficiency improvement effect by fuel cut control. be able to. Further, it is possible to stop the rotation of the engine 2 during coasting, thereby eliminating the friction and pumping loss of the engine 2.

  Furthermore, when restarting the engine 2 during coasting, the engine 2 can be fired after increasing the rotational speed of the engine 2 to exceed the rotational speed range where a large vibration is generated in the engine 2. Thereby, it can suppress that the engine 2 produces the big vibration resulting from a rotation speed, and can aim at the improvement of the riding comfort of the vehicle 1. FIG.

  The reverse rotation prevention clutch 9 is not an essential member. If the carrier 2 (torcon output shaft 42) can be prevented from rotating in the direction opposite to the rotation direction of the E / G output shaft 31 when the engine 2 is started while the vehicle 1 is stopped, the reverse rotation prevention clutch 9 is omitted. May be.

  For example, when the engine 2 is started while the vehicle 1 is stopped, the reverse clutch 22 of the forward / reverse switching mechanism 18 is engaged and the forward brake 23 is put into an operating state, whereby the carrier 53 (the torque converter output shaft 42) is operated. Rotation can be prevented. Therefore, the reverse rotation prevention clutch 9 can be omitted. By omitting the reverse rotation prevention clutch 9, drag loss due to the reverse rotation prevention clutch 9 during rotation of the torque converter output shaft 42 can be eliminated.

  As a second embodiment of the present invention, as shown in FIG. 10, a starter 71 may be provided, and the engine 2 may be started using the starter 71 while the vehicle 1 is stopped. In FIG. 10, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts.

  The starter 71 is provided such that the output shaft 72 is parallel to the E / G output shaft 31. A flywheel 73 is held on the E / G output shaft 31. A starter gear 74 is held on the output shaft 72. The starter gear 74 is provided so as to be able to mesh with / cancel meshing with the gear teeth of the flywheel 73.

  When the engine 2 is started while the vehicle 1 is stopped, the lockup clutch 46 of the torque converter 4 and the reverse rotation clutch 22 of the forward / reverse switching mechanism 18 are disconnected. Further, the forward brake 23 of the forward / reverse switching mechanism 18 is deactivated.

  The starter gear 74 of the starter 71 is engaged with the gear teeth of the flywheel 73 to drive the starter 71, and the power of the starter 71 is transmitted to the E / G output shaft 31 via the starter gear 74 and the flywheel 73. Thereby, the engine 2 is cranked. The engine 2 is started by sparking the spark plug while the engine 2 is cranked.

  Also in this configuration, the reverse rotation prevention clutch 9 can be omitted, and by omitting the reverse rotation prevention clutch 9, drag loss due to the reverse rotation prevention clutch 9 during rotation of the torque converter output shaft 42 can be eliminated.

  FIG. 11 is a diagram conceptually showing the configuration of the drive system of the vehicle 101 in which the power transmission mechanism according to the third embodiment of the present invention is incorporated. In FIG. 11, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. Further, only the difference between the configuration shown in FIG. 11 and the configuration shown in FIG. 1 will be described.

  In the vehicle 101 configured as shown in FIG. 11, the pump input shaft of the mechanical oil pump 7 is connected to the ring gear 54 of the reverse speed reduction mechanism 5.

  When the engine 2 is started while the vehicle 101 is stopped (stopped), first, the motor generator 6 is controlled, and the motor generator 6 is driven as a motor. The power generated by the motor generator 6 is transmitted to the ring gear 54 via the M / G gear 62 and rotates the ring gear 54. Along with the ring gear 54, the pump input shaft of the mechanical oil pump 7 rotates. As a result, the mechanical oil pump 7 is activated, the hydraulic pressure generated by the mechanical oil pump 7 is increased, and oil is supplied from the mechanical oil pump 7 to the lockup clutch 46 and the transmission 3.

  Subsequently, the lock-up clutch 46 of the torque converter 4 is engaged. Further, the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected, and the forward brake 23 of the forward / reverse switching mechanism 18 is deactivated.

  In this state, the power generated by the motor generator 6 is transmitted to the ring gear 54 via the M / G gear 62. The rotation of the ring gear 54 is transmitted to the planetary gear 52. At this time, since the lockup clutch 46 is engaged, the sun gear 51, the planetary gear 52, the carrier 53, and the ring gear 54 rotate together. The rotation of the sun gear 51 is transmitted to the E / G output shaft 31 via the pump impeller 44 and the torque converter input shaft 41. Thereby, the engine 2 is cranked. The engine 2 is started by sparking the spark plug while the engine 2 is cranked.

  Thus, the mechanical oil pump 7 can be driven from the start of the engine 2 while the vehicle 101 is stopped by the power of the motor generator 6, and the hydraulic pressure by the mechanical oil pump 7 can be ensured. Therefore, the electric oil pump 8 for assisting the mechanical oil pump 7 can be eliminated, and the cost and weight of the vehicle 101 can be reduced as compared with the vehicle 1.

  FIG. 12 is a diagram conceptually showing the configuration of the drive system of the vehicle 1 incorporating the power transmission mechanism according to the fourth embodiment of the present invention. In FIG. 12, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. Further, only the difference between the configuration shown in FIG. 12 and the configuration shown in FIG. 1 will be described.

  A vehicle 111 having the configuration shown in FIG. 12 includes a reverse speed reduction mechanism 112 instead of the reverse speed reduction mechanism 5 shown in FIG. The reverse speed reduction mechanism 112 is accommodated in the torque converter cover 43, interposed between the torque converter input shaft 41 and the torque converter cover 43, and provided in parallel with the lockup clutch 46.

  Specifically, the reverse speed reduction mechanism 112 includes a first gear 113, a second gear 114, a third gear 115, and a fourth gear 116. The first gear 113 is disposed so that the rotational axis of the torque converter cover 43 coincides with the rotation axis, and is held by the torque converter cover 43. The second gear 114 is disposed around the first gear 113 and meshes with the first gear 113. The number of second gears 114 may be one or plural. When a plurality of second gears 114 are provided, the second gears 114 are preferably arranged around the first gear 113 at equiangular intervals. The third gear 115 is provided corresponding to the second gear 114, and is held on a shaft 118 common to the corresponding second gear 114. The gear diameter of the third gear 115 is smaller than the gear diameter of the second gear 114. The fourth gear 116 is disposed so that the rotational axis of the torque converter input shaft 41 and the first gear 113 coincide with each other, and is held by the torque converter input shaft 41. The gear diameter of the fourth gear 116 is larger than the gear diameter of the first gear 113, and is set so that the third gear 115 and the fourth gear 116 mesh.

  The vehicle 111 is provided with a one-way clutch 117. The one-way clutch 117 is interposed between the torque converter input shaft 41 and the fourth gear 116. The one-way clutch 117 allows transmission of power from the fourth gear 116 to the torque converter input shaft 41 and prevents transmission of power from the torque converter input shaft 41 to the fourth gear 116.

  Further, in the vehicle 111, gear teeth are formed on the outer peripheral surface of the torque converter cover 43 of the torque converter 4, and the M / G gear 62 held on the rotating shaft 61 of the motor generator 6 is on the outer peripheral surface of the torque converter cover 43. It meshes with the gear teeth.

  When the engine 2 is started while the vehicle 111 is stopped (stopped), the lockup clutch 46 of the torque converter 4 and the reverse clutch 22 of the forward / reverse switching mechanism 18 are disconnected, and the forward brake 23 of the forward / reverse switching mechanism 18 is disengaged. Deactivated. Then, the motor generator 6 is controlled, and the motor generator 6 is driven as a motor. The power of the motor generator 6 is transmitted to the torque converter output shaft 42 via the M / G gear 62 and the torque converter cover 43 to rotate the torque converter output shaft 42. As the torque converter output shaft 42 rotates, the mechanical oil pump 7 operates to increase the hydraulic pressure generated by the mechanical oil pump 7, and oil is supplied from the mechanical oil pump 7 to the transmission 3.

  Further, the first gear 113 rotates integrally with the torque converter cover 43. The power generated by the rotation of the first gear 113 is transmitted to the second gear 114, and the second gear 114 and the third gear 115 held on the shaft 118 together with the second gear 114 are rotated in the opposite direction to the first gear 113. . The power generated by the rotation of the third gear 115 is transmitted to the fourth gear 116, causing the fourth gear 116 to rotate in the opposite direction to the second gear 114 and the third gear 115, that is, in the same direction as the first gear 113. The power generated by the rotation of the fourth gear 116 is transmitted to the E / G output shaft 31 via the one-way clutch 117 and the torque converter output shaft 42. Thereby, the engine 2 is cranked. While the engine 2 is being cranked, the spark plug is sparked to start the engine 2.

  Thus, when the engine 2 is started, the starting torque from the motor generator 6 is transmitted to the engine 2 via the reverse speed reduction mechanism 112, whereby the torque of the motor generator 6 is amplified, and the amplified torque is Applied as engine starting torque. Therefore, even if the motor generator 6 is small, it can sufficiently cope with a case where a large starting torque is required, such as during low temperature starting.

  FIG. 13 is a diagram schematically showing a power transmission path when the vehicle 111 starts to travel.

  When the engine 2 is started, the forward brake 23 of the forward / reverse switching mechanism 18 is activated.

  The power of the engine 2 is input from the E / G output shaft 31 to the torque converter input shaft 41, and the torque converter input shaft 41 and the pump impeller 44 rotate together. Since the lockup clutch 46 of the torque converter 4 is disconnected, when the pump impeller 44 rotates, an oil flow from the pump impeller 44 toward the turbine runner 45 is generated. The oil flow is received by the turbine runner 45, and the turbine runner 45 rotates. Then, the torque converter cover 43 and the torque converter output shaft 42 rotate integrally with the turbine runner 45, and the power generated by the rotation of the turbine runner 45 is output to the torque converter output shaft 42.

  At this time, the motor generator 6 is driven as a motor as needed, and the rotation of the torque converter output shaft 42 is assisted by the power of the motor generator 6. Thereby, since acceleration at the time of start of the vehicle 111 is assisted, drivability is improved.

  Since the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected and the forward brake 23 is operated, the power of the T / M input shaft 28 that rotates integrally with the torque converter output shaft 42 is transmitted to the sun gear 24 of the planetary gear mechanism 21. To the planetary gear 25 through which the planetary gear 25 is rotated. Then, the rotation of the planetary gear 25 is transmitted to the ring gear 27, and the power of the torque converter output shaft 42 is transmitted to the connecting shaft 14 as the ring gear 27 rotates. At this time, since the carrier 26 is fixed, the power of the T / M input shaft 28 is decelerated and transmitted to the connecting shaft 14.

  The power transmitted to the connecting shaft 14 is transmitted to the drive shafts 29L and 29R via the primary pulley 11, the V belt 13, the secondary pulley 12, the T / M output shaft 15, the final gear 16 and the differential gear 17, and driven. The wheels 30L and 30R are rotated in the forward direction of the vehicle 111. Thereby, the vehicle 111 starts.

  Further, as the torque converter output shaft 42 rotates, the mechanical oil pump 7 operates, and oil is continuously supplied from the mechanical oil pump 7 to the transmission 3.

  FIG. 14 is a diagram schematically showing a power transmission path when the vehicle 111 is accelerated.

  When the vehicle 111 reaches a predetermined vehicle speed after starting, the lockup clutch 46 of the torque converter 4 is engaged. When the lockup clutch 46 is engaged, the power input from the E / G output shaft 31 to the torque converter input shaft 41 is transmitted to the torque converter output shaft 42 via the torque converter cover 43 without any change in speed. Since the power transmission path from the torque converter output shaft 42 to the drive wheels 30L and 30R is as described above, the description thereof is omitted.

  At this time, assist / regeneration by the motor generator 6 is controlled so that the engine 2 operates on the optimum fuel consumption line.

  Further, as the torque converter output shaft 42 rotates, the mechanical oil pump 7 operates, and oil is continuously supplied from the mechanical oil pump 7 to the transmission 3.

  FIG. 15 is a diagram schematically showing a power transmission path when the vehicle 111 is stopped.

  In the vehicle 111, the power of the engine 2 can be regenerated (stopped power generation) to electric power by the motor generator 6 while stopped (stopped).

  In the stop power generation, first, the mechanical oil pump 7 is driven by the power of the motor generator 6 to secure the hydraulic pressure, and then the lock-up clutch 46 of the torque converter 4 is engaged. Thereby, the motive power input from the E / G output shaft 31 to the torque converter input shaft 41 is directly transmitted to the torque converter cover 43 to rotate the torque converter cover 43. The power generated by the rotation of the torque converter cover 43 is transmitted to the rotating shaft 61 of the motor generator 6 via the M / G gear 62 and is regenerated to electric power by the motor generator 6.

  Further, during stop power generation, the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected, and the forward brake 23 of the forward / reverse switching mechanism 18 is deactivated. Therefore, even if the torque converter output shaft 42 rotates integrally with the torque converter cover 43, the power of the torque converter output shaft 42 is not transmitted to the connecting shaft 14 of the transmission 3.

  FIG. 16 is a diagram schematically showing a power transmission path during coasting of the vehicle 111.

  During coasting of the vehicle 111, the lock-up clutch 46 of the torque converter 4 and the reverse clutch 22 of the forward / reverse switching mechanism 18 are disconnected, and the forward brake 23 of the forward / reverse switching mechanism 18 is activated. Further, the fuel supply to the engine 2 is stopped by the fuel cut control.

  Power from the drive wheels 30L and 30R is transmitted to the differential gear 17 via the drive shafts 29L and 29R, respectively, and is transmitted from the differential gear 17 to the T / M output shaft 15 of the transmission 3 via the final gear 16. Is done. The power transmitted to the T / M output shaft 15 is transmitted to the connecting shaft 14 via the secondary pulley 12, the V belt 13 and the primary pulley 11. At this time, the power transmitted from the T / M output shaft 15 to the connecting shaft 14 is shifted at a predetermined gear ratio (a gear ratio that keeps the rotational speed of the T / M input shaft 28 as low as possible). The

  Since the reverse clutch 22 of the forward / reverse switching mechanism 18 is disconnected and the forward brake 23 is operating, the power transmitted to the connecting shaft 14 is transmitted to the sun gear 24 via the planetary gear 25 of the planetary gear mechanism 21, 24, T / M input shaft 28 and torque converter output shaft 42 are rotated together. Since the carrier 26 is fixed when the forward brake 23 is activated, the power of the connecting shaft 14 is increased and reversed, and transmitted to the torque converter output shaft 42 to rotate the torque converter output shaft 42. .

  As the torque converter output shaft 42 rotates, the mechanical oil pump 7 is operated, and oil is supplied from the mechanical oil pump 7 to the transmission 3.

  Further, the torque converter cover 43 rotates together with the torque converter output shaft 42, and the first gear 113 rotates integrally with the torque converter cover 43. The power generated by the rotation of the first gear 113 is transmitted to the second gear 114, and the second gear 114 and the third gear 115 held on the shaft 118 together with the second gear 114 are rotated in the opposite direction to the first gear 113. . The power generated by the rotation of the third gear 115 is transmitted to the fourth gear 116, causing the fourth gear 116 to rotate in the opposite direction to the second gear 114 and the third gear 115, that is, in the same direction as the first gear 113. The power generated by the rotation of the fourth gear 116 is transmitted to the E / G output shaft 31 via the one-way clutch 117 and the torque converter output shaft 42.

  Thus, the rotation of the torque converter cover 43 is decelerated by the reverse direction reduction mechanism 112 and transmitted to the E / G output shaft 31 via the torque converter input shaft 41. As a result, the rotational speed of the engine 2 is reduced in accordance with the gear ratio of the reverse speed reduction mechanism 112 (the gear ratio between the first gear 113 and the fourth gear 116), and vehicle deceleration due to engine 2 friction or pumping loss is reduced. Therefore, the motor generator 6 can regenerate the power generated by the rotation of the torque converter cover 43 into electric power.

  FIG. 17 is a diagram schematically illustrating a power transmission path when the engine 2 is restarted during the coasting of the vehicle 111. FIG. 18 is a diagram illustrating a relationship between the rotational speeds of the engine 2 and the T / M input shaft 28 when the engine 2 is restarted while the vehicle 111 is coasting.

  When the accelerator operation is performed by the driver while the vehicle 1 is traveling on the coast, the engine 2 is restarted. During coasting, the rotation speed of the engine 2 is maintained at a minimum rotation speed (for example, 300 rpm) that can return independently. When the accelerator operation is performed by the driver, the spark plug is sparked, and the engine 2 is restarted (fired).

  Then, as shown in FIG. 18, when the rotational speed of the engine 2 (the rotational speed of the E / G output shaft 31) rises to the rotational speed of the T / M input shaft 28, the lockup clutch 46 is engaged. When the lockup clutch 46 is engaged, the power input from the E / G output shaft 31 to the torque converter input shaft 41 is transmitted to the torque converter output shaft 42 via the torque converter cover 43 without any change in speed.

  As described above, when the vehicle 111 is coasting, the power from the transmission 3 side is transmitted to the engine 2 via the reverse speed reduction mechanism 112, so that the rotational speed of the engine 2 is controlled by the T / M input shaft 28. It is possible to keep the rotation of the engine 2 at or above the lowest rotation speed at which the rotation of the engine 2 can be resumed by keeping it lower than the rotation speed. As a result, it is possible to achieve both a quick restart of the engine 2 from coasting and an improvement in fuel consumption by reducing friction and pumping loss of the engine 2.

  The configuration in which the one-way clutch 117 is interposed between the torque converter input shaft 41 and the fourth gear 116 has been taken up, but instead of the one-way clutch 117, a torque converter cover 43 (the torque converter output shaft 42) and the first gear 113 are arranged. A one-way clutch configured to permit transmission of power from the torque converter output shaft 42 side to the first gear 113 and to prevent transmission of power from the first gear 113 to the torque converter output shaft 42 side is interposed. Good. However, in the state where the lock-up clutch 46 is engaged, in the former configuration (configuration including the one-way clutch 117), the difference in rotational speed between the both sides of the one-way clutch 117 is relatively small, so that drag loss due to the one-way clutch 117 is reduced. In the latter configuration, since the difference in rotational speed between the two sides of the one-way clutch is relatively large, drag loss due to the one-way clutch is relatively large. Therefore, the former configuration can improve fuel efficiency compared to the latter configuration.

  FIG. 19 is a diagram conceptually showing the structure of the drive system of the vehicle 121 in which the power transmission mechanism according to the fifth embodiment of the present invention is incorporated. 19, parts corresponding to the respective parts shown in FIG. 12 are denoted by the same reference numerals as those of the respective parts. Further, only the difference between the configuration shown in FIG. 19 and the configuration shown in FIG. 12 will be described.

  In the configuration shown in FIG. 19, a reverse speed reduction mechanism 122 composed of a single pinion type planetary gear mechanism is employed. The reverse speed reduction mechanism 122 includes a sun gear 123, a planetary gear 124, a carrier 125, and a ring gear 126. The sun gear 123 is disposed so that the torque converter cover 43 and the rotation axis coincide with each other, and is held by the torque converter cover 43. A plurality of planetary gears 124 are provided, for example, and arranged around the sun gear 123 at equal angular intervals. Each planetary gear 124 meshes with the sun gear 123. The carrier 125 is provided so as to be able to rotate integrally with the pump impeller 44 of the torque converter 4, and holds the planetary gears 124 so as to be rotatable. The ring gear 126 has an annular shape and is provided so as not to rotate. Gear teeth are formed on the inner peripheral surface of the ring gear 126 and mesh with the planetary gears 124.

  The vehicle 121 is provided with a one-way clutch 127. The one-way clutch 127 is interposed between the torque converter output shaft 42 and the sun gear 123 (reverse speed reduction mechanism 122). The one-way clutch 127 allows transmission of power from the torque converter output shaft 42 to the sun gear 123 and prevents transmission of power from the sun gear 123 to the torque converter output shaft 42.

  When the torque converter cover 43 rotates, the sun gear 123 rotates integrally with the torque converter cover 43. The rotation of the sun gear 123 is reversely transmitted to the planetary gear 124. Since the ring gear 126 is provided so as not to rotate, when rotation is transmitted from the sun gear 123 to the planetary gear 124, the carrier 125 rotates at a lower speed than the sun gear 123, and the torque converter input shaft 41 and the E / G output shaft 31 are connected to the carrier. Rotate integrally with 125. In this way, the power generated by the rotation of the torque converter cover 43 is decelerated by the reverse speed reduction mechanism 122 and transmitted to the E / G output shaft 31 via the torque converter 4.

  The configuration in which the one-way clutch 127 is interposed between the torque converter output shaft 42 and the sun gear 123 is taken up, but instead of the one-way clutch 127, a ring gear 126 and an earth body (a member fixedly provided on the vehicle 121), Between the two, a one-way clutch configured to allow transmission of power from the earth body to the ring gear 126 and prevent transmission of power from the ring gear 126 to the earth body may be interposed. However, in the state where the lock-up clutch 46 is engaged, in the former configuration, since the rotational speed difference between the both sides of the one-way clutch 127 is relatively small, the drag loss by the one-way clutch 127 is relatively small. In the latter configuration, since the rotational speed difference between both sides of the one-way clutch is relatively large, drag loss due to the one-way clutch is relatively large. Therefore, the former configuration can improve fuel efficiency compared to the latter configuration.

  The reverse speed reduction mechanism 122 can be downsized in the direction along the E / G output shaft 31 as compared with the reverse speed reduction mechanism 112 shown in FIG.

  FIG. 20 is a diagram conceptually showing the configuration of the drive system of the vehicle 131 in which the power transmission mechanism according to the sixth embodiment of the present invention is incorporated. 20, parts corresponding to the respective parts shown in FIG. 19 are denoted by the same reference numerals as those of the respective parts. Further, only the differences between the configuration shown in FIG. 20 and the configuration shown in FIG. 19 will be described.

  In the configuration shown in FIG. 20, a one-way clutch 132 is interposed between the torque converter output shaft 42 and the torque converter cover 43. The one-way clutch 132 allows transmission of power from the torque converter cover 43 to the torque converter output shaft 42 and prevents transmission of power from the torque converter output shaft 42 to the torque converter cover 43.

  Since the one-way clutch 132 is provided, the power of the torque converter output shaft 42 is transmitted to the carrier 125 via the torque converter cover 43 even when the lockup clutch 46 of the torque converter 4 is engaged when the vehicle 1 is coasting. The transmission of the torque converter output shaft 42 can be decelerated by the reverse speed reduction mechanism 122 and transmitted to the engine 2. As a result, it is not necessary to release the lockup by disengaging the lockup clutch 46 at the start of coasting, so that it is possible to prevent the occurrence of a shock due to the release of the lockup, and to rapidly reduce the engine 2 speed. it can.

  When the one-way clutch 132 is provided, the lock-up clutch 46 of the torque converter 4 needs to be engaged when the engine 2 is started while the vehicle 131 is stopped (stopped).

  FIG. 21 is a diagram conceptually showing the structure of the drive system of the vehicle 141 in which the power transmission mechanism according to the seventh embodiment of the present invention is incorporated. In FIG. 21, portions corresponding to the respective portions shown in FIG. 12 are denoted by the same reference numerals as those of the respective portions. Further, only the difference between the configuration shown in FIG. 21 and the configuration shown in FIG. 12 will be described.

  In the configuration shown in FIG. 21, the reverse speed reduction mechanism 112 is interposed between the torque converter input shaft 41 and the torque converter output shaft 42, and is provided in series with the lockup clutch 46.

  Specifically, the torque converter cover 43 includes a first cover portion 142 that houses the pump impeller 44 and the lockup clutch 46, and a second cover portion that is integrally provided on the transmission 3 side with respect to the first cover portion 142. 143. The second cover part 143 is connected to the torque converter output shaft 42 via the one-way clutch 144. The one-way clutch 144 allows transmission of power from the second cover portion 143 to the torque converter output shaft 42 and prevents transmission of power from the torque converter output shaft 42 to the second cover portion 143. The reverse speed reduction mechanism 112 is accommodated in the second cover part 143. The first gear 113 is disposed so that the rotation axis of the second cover portion 143 coincides with the second cover portion 143, and is held by the second cover portion 143. The fourth gear 116 is disposed so that the rotation axis of the first cover portion 142 coincides with the first cover portion 142, and is held by the first cover portion 142.

  According to this configuration, even when the lockup clutch 46 of the torque converter 4 is engaged during coasting of the vehicle 1, the power of the torque converter output shaft 42 is decelerated in the reverse direction without going through the first cover portion 142. The speed is reduced by the mechanism 112 and transmitted to the second cover portion 143, and is transmitted from the second cover portion 143 to the engine 2 via the torque converter input shaft 41. Therefore, when the coasting is started, it is not necessary to release the lockup due to the disconnection of the lockup clutch 46, so that it is possible to prevent the occurrence of a shock due to the lockup release and to quickly reduce the rotational speed of the engine 2. .

  In this configuration, it is necessary to engage the lockup clutch 46 of the torque converter 4 when the engine 2 is started while the vehicle 141 is stopped (stopped).

  As mentioned above, although several embodiment of this invention was described, this invention can also be implemented with another form.

  For example, in the above-described embodiment, the transmission 3 having the configuration of a V-belt type continuously variable transmission is illustrated, but the transmission 3 has a configuration of a continuously variable transmission of a type other than the V-belt type. Alternatively, the configuration is not limited to a continuously variable transmission, and may have a configuration of a stepped transmission. Moreover, you may have the structure of not only an automatic transmission but a manual transmission.

  In the embodiment shown in FIGS. 1 to 19, it is assumed that the lock-up clutch 46 is disengaged during coasting. However, road conditions (short coasting, coasting while climbing) and vehicle conditions (batteries) Control may be performed by appropriately determining whether or not the lock-up clutch 46 needs to be disconnected according to (when fully charged).

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Transmission 4 Torque converter 5 Reverse direction reduction mechanism 6 Motor generator 7 Mechanical oil pump 41 Torcon input shaft 42 Torcon output shaft 43 Torcon cover 44 Pump impeller 45 Turbine runner 46 Lock-up clutch 51 Sun gear (second element) )
53 Career (third element)
54 Ring gear (first element)
61 Rotating shaft 111 Vehicle 112 Reverse direction reduction mechanism 117 One-way clutch (one-way clutch)
121 Vehicle 122 Reverse direction reduction mechanism 127 One-way clutch (one-way clutch)
131 vehicle 141 vehicle

Claims (3)

A power transmission mechanism that is applied to a vehicle equipped with an engine, a transmission, and a motor generator, and that transmits power between the engine and the transmission,
A torque converter that transmits power between the engine-side torque converter input shaft and the transmission-side torque converter output shaft;
A planetary gear mechanism having a first element to which the rotating shaft of the motor generator is connected, a second element to which the torque converter input shaft is connected, and a third element to which the torque converter output shaft is connected, and from the transmission side A reverse speed reduction mechanism that decelerates and transmits the power to the engine,
The torque converter
A torque converter cover coupled to the torque converter output shaft;
A turbine runner coupled to the torque converter cover;
A pump impeller housed in the torque converter cover and connected to the torque converter input shaft;
The torque converter cover is a power transmission mechanism that also serves as the third element. The vehicle is equipped with a mechanical oil pump,
The power transmission mechanism according to claim 1, wherein the mechanical oil pump is provided to receive power from the first element. A power transmission mechanism that is applied to a vehicle equipped with an engine and a transmission and that transmits power between the engine and the transmission,
A torque converter that includes a pump impeller, a turbine runner, and a lock-up clutch, and transmits power between the engine-side torque converter input shaft and the transmission-side torque converter output shaft;
A reverse speed reduction mechanism that decelerates the power from the transmission side and transmits it to the engine side;
A power transmission mechanism including a one-way clutch provided between the reverse speed reduction mechanism and the torque converter input shaft and configured to transmit power in one direction from the reverse speed reduction mechanism toward the torque converter input shaft.

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