JP6168955B2 - 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, deceleration force due to engine friction and pumping loss acts on the vehicle. When this deceleration force is larger than the driver's assumption, the driver operates the accelerator pedal to weaken the deceleration. When the accelerator pedal is operated, the supply of fuel to the engine is resumed, and unnecessary fuel consumption occurs. In particular, during coasting at medium and high vehicle speeds, the engine speed is high, so the deceleration force due to engine friction and pumping loss is large, and the accelerator pedal is easy to operate. In addition, a technology is used that regenerates energy in the generator during deceleration and consumes it as auxiliary machine power or motor power for driving assistance to improve fuel economy. However, if the deceleration is large (even if the accelerator pedal is not operated) ), A large amount of energy regeneration cannot be obtained, and fuel consumption cannot be greatly improved.

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

  In order to achieve the above object, a power transmission mechanism according to the present invention is a power transmission mechanism for transmitting power between an engine and a transmission, and includes an engine-side torque converter input shaft and a transmission-side torque converter output shaft. A torque converter that transmits power to the torque converter, a reverse speed reduction mechanism that is coupled to the torque converter and decelerates the power from the transmission side and transmits it to the torque converter, and a unidirectional direction from the transmission to the reverse speed reduction mechanism And a motor generator provided on a power transmission path on the engine side with respect to the clutch.

  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, when the vehicle is traveling on the coast, engine friction and pumping loss can be reduced, and the deceleration force generated in the vehicle can be reduced. As a result, unnecessary accelerator operation for weakening the deceleration of the vehicle can be suppressed, so that the effect of improving fuel consumption by fuel cut control can be increased.

  In addition, a clutch is provided that transmits power in one direction from the transmission toward the reverse speed reduction mechanism. 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.

  If the engine speed is maintained at a minimum value (for example, 300 rpm) at which the engine can be restored independently during coast driving (fuel cut control), in response to the accelerator operation being performed, By restarting the fuel supply to the engine and sparking the spark plug of the engine, the engine can be restarted (fired). However, in that case, since the engine generates a large vibration due to the rotational speed in the process of increasing the rotational speed of the engine, there is a possibility of giving the passenger discomfort (bad riding comfort).

  A motor generator is provided on the power transmission path on the engine side with respect to the clutch, and the power of the motor generator can be transmitted to the engine. Therefore, the engine can be fired after the rotational speed of the engine is increased by the power of the motor generator until it exceeds a rotational speed range where a large vibration is generated in the engine. 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.

  The motor generator may be provided so that power can be input between the reverse speed reduction mechanism and the clutch.

  In this case, the power of the motor generator is decelerated by the reverse speed reduction mechanism and transmitted to the engine. Therefore, the motor generator can be rotated at a high speed, and the motor generator can be downsized by increasing the speed.

  The reverse speed reduction mechanism may be connected to the torque converter input shaft and provided so as to decelerate the power from the transmission side and transmit it to the torque converter input shaft.

  The torque converter has a lock-up clutch, and the reverse speed reduction mechanism is connected to the torque converter output shaft, and may be provided to decelerate the power from the transmission side and transmit it to the torque converter output shaft. . In this case, it is preferable that a second clutch for transmitting power in one direction from the torque converter output shaft toward the transmission side is provided between the torque converter output shaft and the clutch.

  Thereby, it is possible to prevent the power from the transmission side from being transmitted to the torque converter output shaft without passing through the reverse speed reduction mechanism during coasting of the vehicle. Therefore, even when the lock-up clutch is engaged during coasting of the vehicle, the power from the transmission side can be decelerated by the reverse reduction mechanism and transmitted to the engine. As a result, it is not necessary to release the lockup at the start of coasting, so that the occurrence of a shock due to the lockup release can be prevented, and the engine speed can be quickly reduced.

  According to the present invention, when the vehicle is coasting, the engine speed can be made lower than the speed of the transmission. Therefore, when the vehicle is traveling on the coast, engine friction and pumping loss can be reduced, and the deceleration force generated in the vehicle can be reduced. As a result, unnecessary accelerator operation for weakening the deceleration of the vehicle can be suppressed, so that the effect of improving fuel consumption by fuel cut control can be increased.

  Also, when restarting the engine during coasting, the engine generator can be fired after increasing the engine speed to exceed the engine speed range where large vibrations occur in the engine by the power of the motor generator. . 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.

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. It is a figure which shows the mode of the transmission of motive power at the time of engine starting. It is a figure which shows the mode of the transmission of the power at the time of starting of the generate | occur | producing hydraulic pressure of a mechanical oil pump, and driving | running | working start. It is a figure showing the mode of power transmission at the time of acceleration of vehicles. It is a figure which shows the mode of the transmission of motive power during a stop of a vehicle. It is a figure which shows the mode of the transmission of motive power during the coast driving | running | working of a vehicle. It is a figure which shows the relationship of the rotation speed of the E / G output shaft, the torque converter output shaft, and the M / G rotating shaft during the coast driving | running | working of a vehicle. It is a figure which shows the relationship of the rotation speed of an E / G output shaft, a torque converter output shaft, and a M / G rotating shaft when an engine is restarted during the 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. 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.

  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.

The transmission 3 is, for example, a V-belt continuously variable transmission (CVT: Continuously
Variable Transmission) and includes a primary pulley 4, a secondary pulley 5, and a V-belt 6 wound around the primary pulley 4 and the secondary pulley 5. Power from the engine 2 is input to the input shaft 7 that supports the primary pulley 4. A final gear 9 is attached to the output shaft 8 that supports the secondary pulley 5. The final gear 9 meshes with the differential gear 10.

  The transmission 3 includes a forward / reverse switching mechanism 17. The forward / reverse switching mechanism 17 includes a planetary gear mechanism 41, a reverse clutch 42 and a forward brake 43.

  The planetary gear mechanism 41 includes a sun gear 44, a planetary gear 45, a carrier 46, and a ring gear 47. The sun gear 44 is held by the T / M input shaft 40. Gear teeth are formed on the outer peripheral surface of the sun gear 44. A plurality of planetary gears 45 are provided, for example, and arranged around the sun gear 44 at equal angular intervals. Gear teeth are formed on the outer peripheral surface of each planetary gear 45, and each planetary gear 45 meshes with the sun gear 44. The carrier 46 collectively holds the planetary gears 45 so as to be rotatable. The ring gear 47 has an annular shape and is held by the input shaft 7. Gear teeth are formed on the inner peripheral surface of the ring gear 47, and the ring gear 47 meshes with each planetary gear 45.

  The reverse clutch 42 is interposed between the T / M input shaft 40 and the carrier 46. When the reverse clutch 42 is engaged, the T / M input shaft 40 and the carrier 46 are connected, and they can rotate integrally. When the reverse clutch 42 is disengaged, the T / M input shaft 40 and the carrier 46 are separated, and they can be rotated individually.

  The forward brake 43 is a brake mechanism that stops the rotation of the carrier 46 in the operating state (on) and allows the rotation of the carrier 46 in the non-operating state.

  When power is transmitted to the T / M input shaft 40 in a state where the reverse clutch 42 is disconnected and the forward brake 43 is operating, the sun gear 44 rotates together with the T / M input shaft 40. Then, the rotation of the sun gear 44 is transmitted to the ring gear 47 via the planetary gear 45, and the ring gear 47 rotates at a reduced speed in the opposite direction to the sun gear 44. At this time, the rotation of the ring gear 47 is transmitted to the drive shafts 11L and 11R extending from the differential gear 10 to the left and right via the primary pulley 4, the V belt 6, the secondary pulley 5, the output shaft 8, the final gear 9, and the differential gear 10. Is done. As a result, the drive shafts 11L and 11R rotate, and the drive wheels 12L and 12R rotate in the forward direction of the vehicle 1 together with the drive shafts 11L and 11R.

  When power is transmitted to the T / M input shaft 40 in a state where the reverse clutch 42 is engaged and the forward brake 43 is not operated, the sun gear 44 and the planetary gear 45 rotate together with the T / M input shaft 40. The rotation of the planetary gear 45 is transmitted to the ring gear 47, and the ring gear 47 rotates in the same direction as the sun gear 44. At this time, the rotation of the ring gear 47 is transmitted to the drive shafts 11L and 11R extending from the differential gear 10 to the left and right via the primary pulley 4, the V belt 6, the secondary pulley 5, the output shaft 8, the final gear 9, and the differential gear 10. Is done. As a result, the drive shafts 11L and 11R rotate, and the drive wheels 12L and 12R rotate in the reverse direction of the vehicle 1 together with the drive shafts 11L and 11R.

  Between an output shaft (hereinafter referred to as “E / G output shaft”) 13 of the engine 2 and an input shaft 7 of the transmission 3, a torque converter 14, a reverse speed reduction mechanism 15, a one-way clutch 16, and forward / reverse switching are provided. A mechanism 17 is interposed.

  The torque converter 14 includes a torque converter input shaft 21, a torque converter output shaft 22, a pump impeller 23, a turbine runner 24, and a lockup clutch 25. The torque converter input shaft 21 and the torque converter output shaft 22 are provided so as to be rotatable about the same rotational axis as the E / G output shaft 13. An E / G output shaft 13 is connected to the torque converter input shaft 21. A T / M input shaft 40 is connected to the torque converter output shaft 22. The pump impeller 23 is provided so as to be able to rotate integrally with the torque converter input shaft 21. The turbine runner 24 is provided so as to be able to rotate integrally with the torque converter output shaft 22. When the lockup clutch 25 is engaged, the pump impeller 23 and the turbine runner 24 are directly connected. When the engagement is released, the pump impeller 23 and the turbine runner 24 are separated.

  When power is input from the E / G output shaft 13 to the torque converter input shaft 21 in a state where the lockup clutch 25 is disconnected, the torque converter input shaft 21 and the pump impeller 23 rotate. When the pump impeller 23 rotates, an oil flow from the pump impeller 23 toward the turbine runner 24 is generated. This oil flow is received by the turbine runner 24 and the turbine runner 24 rotates. The power generated by the rotation of the turbine runner 24 is output from the torque converter output shaft 22.

  When power is input from the E / G output shaft 13 to the torque converter input shaft 21 in the state where the lockup clutch 25 is engaged, the torque converter input shaft 21, the pump impeller 23, and the turbine runner 24 rotate together. . The power generated by the rotation of the turbine runner 24 is output from the torque converter output shaft 22.

  The reverse speed reduction mechanism 15 is interposed between the torque converter output shaft 22 and the pump impeller 23. The reverse speed reduction mechanism 15 is a double pinion type planetary gear mechanism, and includes a sun gear 31, a first planetary gear 32, a second planetary gear 33, a carrier 34, and a ring gear 35. The sun gear 31 is provided to be rotatable about the same rotation axis as the torque converter output shaft 22. Gear teeth are formed on the outer peripheral surface of the sun gear 31. A plurality of first planetary gears 32 are provided, for example, and arranged around the sun gear 31 at equal angular intervals. Gear teeth are formed on the outer peripheral surface of each first planetary gear 32. Each first planetary gear 32 meshes with the sun gear 31. The second planetary gear 33 is provided corresponding to each first planetary gear 32, and is disposed around the first planetary gear 32. Gear teeth are formed on the outer peripheral surface of each second planetary gear 33, and mesh with the corresponding first planetary gear 32. The carrier 34 is provided so as not to rotate, and holds the first planetary gears 32 and the second planetary gears 33 so as to be rotatable. The ring gear 35 has an annular shape and is provided so as to be able to rotate integrally with the pump impeller 23. Gear teeth are formed on the inner peripheral surface of the ring gear 35, and mesh with the second planetary gears 33.

  The one-way clutch 16 is interposed between the torque converter output shaft 22 and the sun gear 31. The one-way clutch 16 is allowed to transmit power from the torque converter output shaft 22 to the sun gear 31 and is prevented from transmitting power from the sun gear 31 to the torque converter output shaft 22.

  The vehicle 1 is provided with a motor generator 51. The motor generator 51 has both functions of a motor and a generator. The rotor 52 of the motor generator 51 is provided so as to be able to rotate integrally with the sun gear 31 of the reverse speed reduction mechanism 15. Specifically, the motor generator 51 has a rotating shaft (hereinafter referred to as “M / G rotating shaft”) 53 that rotates integrally with the rotor 52. The M / G rotation shaft 53 has a rotation axis in common with the sun gear 31 of the reverse speed reduction mechanism 15 and is connected to the sun gear 31. The electric power output from the motor generator 51 is stored in a battery (not shown) and is used to drive auxiliary machinery.

  Further, the vehicle 1 is provided with a mechanical oil pump 61. In the mechanical oil pump 61, the pump input shaft 62 is provided coaxially with the M / G rotation shaft 53. Thus, when the M / G rotation shaft 53 rotates, the pump input shaft 62 of the mechanical oil pump 61 rotates (the mechanical oil pump 61 operates), and oil is sent out from the mechanical oil pump 61. Oil delivered from the mechanical oil pump 61 is supplied to the transmission 3 and the like.

  FIG. 2 is a diagram schematically showing how power is transmitted when the engine 2 is started.

  When the engine 2 is started, the lockup clutch 25 of the torque converter 14 and the reverse clutch 42 of the forward / reverse switching mechanism 17 are disconnected. Further, the forward brake 43 of the forward / reverse switching mechanism 17 is deactivated.

  In this state, the motor generator 51 is controlled, and the motor generator 51 operates as a motor. When the M / G rotation shaft 53 rotates, the sun gear 31 of the reverse direction reduction mechanism 15 rotates integrally with the M / G rotation shaft 53. The rotation of the sun gear 31 is transmitted to the ring gear 35 via the first planetary gear 32 and the second planetary gear 33, and rotates the ring gear 35 in the same direction as the sun gear 31 at a lower speed than the sun gear 31. When the ring gear 35 rotates, the pump impeller 23, the torque converter input shaft 21 and the E / G output shaft 13 of the torque converter 14 rotate integrally with the ring gear 35. Thus, the power of the motor generator 51 is decelerated by the reverse speed reduction mechanism 15 and transmitted to the E / G output shaft 13 via the torque converter 14. As a result, the engine 2 is cranked, and the engine 2 is started by the spark of the spark plug.

  At this time, the transmission of power from the sun gear 31 to the torque converter output shaft 22 is blocked by the function of the one-way clutch 16, so the torque converter output shaft 22 does not rotate.

  FIG. 3 is a diagram schematically showing how the hydraulic pressure generated by the mechanical oil pump 61 is raised and the power is transmitted when the vehicle 1 starts to travel.

  When the engine 2 is started, the operation of the motor generator 51 is stopped and the forward brake 43 of the forward / reverse switching mechanism 17 is activated.

  The power of the engine 2 is input to the torque converter input shaft 21 from the E / G output shaft 13, and the torque converter input shaft 21 and the pump impeller 23 rotate integrally. Since the lockup clutch 25 of the torque converter 14 is disconnected, when the pump impeller 23 rotates, an oil flow from the pump impeller 23 toward the turbine runner 24 is generated. This oil flow is received by the turbine runner 24 and the turbine runner 24 rotates. The power generated by the rotation of the turbine runner 24 is output from the torque converter output shaft 22.

  As the pump impeller 23 rotates, the ring gear 35 of the reverse direction reduction mechanism 15 rotates, and the rotation of the ring gear 35 is transmitted to the sun gear 31 via the first planetary gear 32 and the second planetary gear 33. As a result, the sun gear 31 rotates at a higher speed than the ring gear 35. Then, the pump input shaft 62 of the mechanical oil pump 61 rotates integrally with the sun gear 31, and the hydraulic pressure generated by the mechanical oil pump 61 increases.

  Since the reverse clutch 42 of the forward / reverse switching mechanism 17 is disconnected and the forward brake 43 is operated, the power of the T / M input shaft 40 that rotates integrally with the torque converter output shaft 22 is transmitted to the sun gear 44 of the planetary gear mechanism 41. And transmitted to the planetary gear 45 through which the planetary gear 45 is rotated. Then, the rotation of the planetary gear 45 is transmitted to the ring gear 47, and the power of the torque converter output shaft 22 is transmitted to the input shaft 7 as the ring gear 47 rotates. At this time, since the carrier 46 is fixed, the power of the T / M input shaft 40 is decelerated and transmitted to the input shaft 7.

  When the service brake of the vehicle 1 is released, the power transmitted to the input shaft 7 is transmitted to the drive shaft via the primary pulley 4, the V belt 6, the secondary pulley 5, the output shaft 8, the final gear 9, and the differential gear 10. 11L and 11R are transmitted, and the drive wheels 12L and 12R are rotated in the forward direction of the vehicle 1. Thereby, the vehicle 1 starts. At this time, due to the torque amplification effect of the torque converter 14, the vehicle 1 travels in the torque converter region while maintaining the relationship in which the rotational speed of the sun gear 31 (the torque converter output shaft 22) is low with respect to the carrier 33.

  Further, the transmission of power from the sun gear 31 to the torque converter output shaft 22 is blocked by the function of the one-way clutch 16.

  FIG. 4 is a diagram schematically showing how power is transmitted during acceleration of the vehicle 1.

  When the vehicle 1 reaches a predetermined vehicle speed after starting, the lockup clutch 25 of the torque converter 14 is engaged. When the lockup clutch 25 is engaged, the pump impeller 23 and the turbine runner 24 rotate as a unit by the power input from the E / G output shaft 13 to the torque converter input shaft 21. Thereby, the motive power input into the torque converter input shaft 21 is transmitted to the torque converter output shaft 22 without a speed change. Since the power transmission path from the torque converter output shaft 22 to the drive wheels 12L and 12R is as described above, the description thereof is omitted.

  At this time, when the motor generator 51 is controlled and the motor generator 51 operates as a motor, the power of the motor generator 51 is transmitted to the pump impeller 23 via the reverse speed reduction mechanism 15 and the torque converter output shaft 22 rotates. Assist. As a result, since acceleration of the vehicle 1 is assisted, drivability is improved. On the other hand, when the motor generator 51 operates as a generator, the power transmitted from the pump impeller 23 to the M / G rotary shaft 53 via the reverse direction reduction mechanism 15 is regenerated from the motor generator 51 into electric power. Thereby, the fuel consumption of the vehicle 1 is improved.

  Further, the pump input shaft 62 of the mechanical oil pump 61 rotates, and hydraulic pressure is generated from the mechanical oil pump 61.

  FIG. 5 is a diagram schematically showing how power is transmitted while the vehicle 1 is stopped.

  In the vehicle 1, the power of the engine 2 can be regenerated to electric power (stop power generation) by the motor generator 51 while the vehicle is stopped.

  During stop power generation, the lockup clutch 25 of the torque converter 14 is engaged. Thereby, the rotation of the E / G output shaft 13 is transmitted to the torque converter output shaft 22 without speed change. At this time, power is transmitted from the torque converter output shaft 22 to the sun gear 31 by the function of the one-way clutch 16, and the M / G rotating shaft 53 rotates integrally with the sun gear 31. Then, the motor generator 51 is controlled as a generator, and the rotation of the M / G rotation shaft 53 is regenerated into electric power.

  Further, the reverse clutch 42 of the forward / reverse switching mechanism 17 is disconnected. Further, the forward brake 43 of the forward / reverse switching mechanism 17 is deactivated. Thereby, the power of the torque converter output shaft 22 is not transmitted to the input shaft 7 of the transmission 3.

  FIG. 6 is a diagram schematically showing the state of power transmission while the vehicle 1 is traveling on the coast.

  If the driver no longer depresses the accelerator pedal while the vehicle 1 is traveling, the vehicle 1 enters the coasting state. The coasting state generally refers to an inertial traveling state in which neither the accelerator pedal nor the brake pedal is depressed. Control can be implemented.

  During coasting, the lockup clutch 25 of the torque converter 14 and the reverse clutch 42 of the forward / reverse switching mechanism 17 are disconnected. Further, the forward brake 43 of the forward / reverse switching mechanism 17 is activated. Further, the fuel supply to the engine 2 is stopped by the fuel cut control.

  The power from the drive wheels 12L and 12R is transmitted to the differential gear 10 via the drive shafts 11L and 11R, respectively, and is transmitted from the differential gear 10 to the output shaft 8 of the transmission 3 via the final gear 9. The power transmitted to the output shaft 8 is transmitted to the input shaft 7 via the secondary pulley 5, the V belt 6 and the primary pulley 4. At this time, the power transmitted from the output shaft 8 to the input shaft 7 is shifted at a predetermined speed ratio.

  Since the reverse clutch 42 of the forward / reverse switching mechanism 17 is disconnected and the forward brake 43 is operating, the power transmitted to the input shaft 7 is transmitted to the sun gear 44 via the planetary gear 45 of the planetary gear mechanism 41, and the sun gear. 44 and the torque converter output shaft 22 are rotated. At this time, since the carrier 46 is fixed, the power of the input shaft 7 is increased and reversed and transmitted to the torque converter output shaft 22 via the T / M input shaft 40.

  At this time, since the lockup clutch 25 of the torque converter 14 is disconnected, the rotation of the torque converter output shaft 22 is not directly transmitted to the torque converter input shaft 21.

  Due to the function of the one-way clutch 16, power is transmitted from the torque converter output shaft 22 to the sun gear 31 without speed change. The rotation of the sun gear 31 is transmitted to the ring gear 35 via the first planetary gear 32 and the second planetary gear 33, and rotates the ring gear 35 in the same direction as the sun gear 31 at a lower speed than the sun gear 31. When the ring gear 35 rotates, the pump impeller 23, the torque converter input shaft 21 and the E / G output shaft 13 of the torque converter 14 rotate integrally with the ring gear 35. Thus, the rotation of the torque converter output shaft 22 is decelerated by the reverse speed reduction mechanism 15 and transmitted to the E / G output shaft 13 via the pump impeller 23 and the torque converter input shaft 21.

  Further, the M / G rotation shaft 53 rotates integrally with the sun gear 31. And the motor generator 51 is controlled as a generator, and rotation of the M / G rotating shaft 53 is regenerated to electric power.

  Further, the pump input shaft 62 of the mechanical oil pump 61 rotates integrally with the sun gear 31, and hydraulic pressure is generated from the mechanical oil pump 61.

  FIG. 7 is a diagram illustrating the relationship among the rotational speeds of the E / G output shaft 13, the torque converter output shaft 22, and the M / G rotation shaft 53 during the coasting of the vehicle 1.

  During coasting of the vehicle 1, power is transmitted from the T / M input shaft 40 to the sun gear 31 via the torque converter output shaft 22 without speed change, and the M / G rotating shaft 53 rotates integrally with the sun gear 31. The / M input shaft 40 and the M / G rotation shaft 53 rotate at the same rotational speed. The rotation of the torque converter output shaft 22 is decelerated by the gear ratio of the reverse speed reduction mechanism 15 and transmitted to the E / G output shaft 13. Therefore, the E / G output shaft 13 rotates at a lower rotational speed than the T / M input shaft 40 and the M / G rotation shaft 53.

  Therefore, during coasting of the vehicle 1, the rotational speed of the E / G output shaft 13 (engine 2) can be made lower than the rotational speed of the T / M input shaft 40 of the transmission 3. Therefore, when the vehicle 1 is traveling on the coast, friction and pumping loss of the engine 2 can be reduced, and the deceleration force generated in the vehicle 1 can be reduced. As a result, unnecessary accelerator operation for weakening the deceleration of the vehicle 1 can be suppressed, so that the effect of improving fuel consumption by fuel cut control can be increased.

  FIG. 8 is a diagram illustrating the relationship among the rotational speeds of the E / G output shaft 13, the torque converter output shaft 22, and the M / G rotation shaft 53 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 motor generator 51 is controlled as a motor, and the rotational speed of the M / G rotary shaft 53 is increased. Since the rotation of the M / G rotation shaft 53 is decelerated by the gear ratio of the reverse speed reduction mechanism 15 and transmitted to the E / G output shaft 13, as the rotation speed of the M / G rotation shaft 53 increases, E / G rotation E 53 / The rotational speed of the G output shaft 13 (the rotational speed of the engine 2) increases. The rotational speed of the engine 2 during coasting may be equal to or lower than the lowest rotational speed (for example, 300 rpm) at which the engine 2 can return independently, and is preferably closer to 0 rpm.

  Then, the spark plug of the engine 2 is sparked after the rotational speed of the E / G output shaft 13 exceeds the rotational speed range (for example, ~ 500 rpm) at which the large vibration caused by the rotational speed is generated in the engine 2. The engine 2 restarts (fires). Thereafter, when the rotational speed of the E / G output shaft 13 increases to near the rotational speed of the torque converter output shaft 22, the lock-up clutch 25 of the torque converter 14 is engaged. When the lockup clutch 25 is engaged, the pump impeller 23 and the turbine runner 24 rotate as a unit by the power input from the E / G output shaft 13 to the torque converter input shaft 21. Thereby, the motive power input into the torque converter input shaft 21 is transmitted to the torque converter output shaft 22 without a speed change.

  In this manner, the engine 2 is fired after the rotational speed of the E / G output shaft 13 (engine 2) is increased to exceed the rotational speed range where a large vibration is generated in the engine 2 by the power of the motor generator 51. Can do. 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 motor generator 51 is provided between the reverse speed reduction mechanism 15 and the one-way clutch 16 so that power can be input. Thereby, the power of the motor generator 51 is decelerated by the reverse reduction mechanism 15 and transmitted to the engine 2. Therefore, the motor generator 51 can be rotated at a high speed, and the motor generator 51 can be downsized by increasing the rotation speed.

  FIG. 9 is a diagram conceptually showing the configuration of the drive system of the vehicle 1 in which the power transmission mechanism according to the second embodiment of the present invention is incorporated. 9, parts corresponding to the respective parts shown in FIG. 1 are denoted by the same reference numerals as those of the respective parts. Further, only the difference between the configuration shown in FIG. 9 and the configuration shown in FIG. 1 will be described.

  In the configuration shown in FIG. 9, a reverse speed reduction mechanism 70 composed of a single pinion planetary gear mechanism is employed. The reverse speed reduction mechanism 70 includes a sun gear 71, a planetary gear 72, a carrier 73, and a ring gear 74. The sun gear 71 is provided to be rotatable about the same rotation axis as the torque converter output shaft 22. Gear teeth are formed on the outer peripheral surface of the sun gear 71. A plurality of planetary gears 72 are provided, for example, and arranged around the sun gear 71 at equal angular intervals. Gear teeth are formed on the outer peripheral surface of each planetary gear 72. Each planetary gear 72 meshes with the sun gear 71. The carrier 73 is provided so as to be able to rotate integrally with the pump impeller 23 of the torque converter 14, and holds the planetary gears 72 so as to be rotatable together. The ring gear 74 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 74 and mesh with the planetary gears 72.

  When the M / G rotation shaft 53 is rotated by the power of the motor generator 51, the sun gear 71 rotates integrally with the M / G rotation shaft 53. The rotation of the sun gear 71 is transmitted to the planetary gear 72. Since the ring gear 74 is provided so as not to rotate, when rotation is transmitted from the sun gear 71 to the planetary gear 72, the carrier 73 rotates at a lower speed than the sun gear 71, and the pump impeller 23, torque converter input shaft 21 The E / G output shaft 13 rotates integrally with the carrier 73. Thus, the power of the motor generator 51 is decelerated by the reverse speed reduction mechanism 70 and transmitted to the E / G output shaft 13 via the torque converter 14.

  Since the reverse speed reduction mechanism 70 is composed of a single pinion type planetary gear mechanism, the reverse speed reduction mechanism 70 can be made smaller than the reverse direction speed reduction mechanism 15 composed of a double pinion type planetary gear mechanism.

  FIG. 10 is a diagram conceptually showing the configuration of the drive system of the vehicle 1 in which the power transmission mechanism according to the third embodiment of the present invention is incorporated. 10, parts corresponding to the respective parts shown in FIG. 1 are denoted by the same reference numerals as those of the respective parts. Further, only the difference between the configuration shown in FIG. 10 and the configuration shown in FIG. 1 will be described.

  In the configuration shown in FIG. 10, the ring gear 35 of the reverse speed reduction mechanism 15 is provided so as to be integrally rotatable with the torque converter output shaft 22. On the torque converter output shaft 22, a second one-way clutch 81 is interposed between the ring gear 35 and the one-way clutch 16. The second one-way clutch 81 allows the transmission of power only in one direction from the turbine runner 24 side of the torque converter 14 toward the transmission 3 side, and prevents the transmission of power in the opposite direction.

  According to this configuration, it is possible to prevent the power of the torque converter output shaft 22 from being transmitted to the ring gear 35 without passing through the sun gear 31, the first planetary gear 32, and the second planetary gear 33 during coasting of the vehicle 1. Therefore, even when the lockup clutch 25 of the torque converter 14 is engaged during coasting of the vehicle 1, the power of the torque converter output shaft 22 can be transmitted to the engine 2 via the reverse speed reduction mechanism 15. As a result, it is not necessary to release the lockup by disengaging the lockup clutch 25 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 quickly reduce the rotational speed of the engine 2. it can.

  FIG. 11 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. 11, parts corresponding to the parts shown in FIG. 9 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. 9 will be described.

  In the configuration shown in FIG. 11, the carrier 73 of the reverse speed reduction mechanism 70 is provided so as to be rotatable integrally with the torque converter output shaft 22. On the torque converter output shaft 22, a second one-way clutch 91 is interposed between the carrier 73 and the one-way clutch 16. The second one-way clutch 91 allows the transmission of power only in one direction from the turbine runner 24 side of the torque converter 14 toward the transmission 3 side, and prevents the transmission of power in the opposite direction.

  According to this configuration, it is possible to prevent the power of the torque converter output shaft 22 from being transmitted to the carrier 73 without passing through the sun gear 31, the first planetary gear 32, and the second planetary gear 33 during coasting of the vehicle 1. Therefore, even when the lockup clutch 25 of the torque converter 14 is engaged during coasting of the vehicle 1, the power of the torque converter output shaft 22 can be transmitted to the engine 2 via the reverse speed reduction mechanism 15. As a result, it is not necessary to release the lockup by disengaging the lockup clutch 25 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 quickly reduce the rotational speed of the engine 2. it can.

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

2 Engine 3 Transmission 13 E / G output shaft (engine output shaft)
14 Torque converter 15 Reverse direction reduction mechanism 16 One-way clutch (clutch)
21 torque converter input shaft 22 torque converter output shaft 25 lock-up clutch 51 motor generator 70 reverse speed reduction mechanism 81 second one-way clutch (second clutch)
91 Second one-way clutch (second clutch)

Claims (4)

A power transmission mechanism for transmitting 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 reverse speed reduction mechanism connected to the torque converter and decelerating power from the transmission side to transmit to the torque converter;
A clutch that transmits power in one direction from the transmission toward the reverse speed reduction mechanism;
A power transmission mechanism including a motor generator provided on a power transmission path on the engine side with respect to the clutch.   The power transmission mechanism according to claim 1, wherein the motor generator is provided so that power can be input between the reverse speed reduction mechanism and the clutch.   3. The power transmission mechanism according to claim 1, wherein the reverse speed reduction mechanism is connected to the torque converter input shaft, and decelerates power from the transmission side and transmits the power to the torque converter input shaft. The torque converter has a lock-up clutch,
The reverse speed reduction mechanism is connected to the torque converter output shaft, decelerates power from the transmission side and transmits the power to the torque converter output shaft,
The power transmission according to claim 1, further comprising a second clutch that is provided between the torque converter output shaft and the clutch and transmits power in one direction from the torque converter output shaft toward the transmission. mechanism.

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