JP7107350B2 - Transaxle device - Google Patents

Description

The present invention relates to a transaxle device used in a hybrid vehicle equipped with an engine and two rotating electric machines.

2. Description of the Related Art Conventionally, in a hybrid vehicle equipped with an engine and a rotating electric machine (motor, generator, motor generator), a vehicle that travels while switching travel modes has been put into practical use. Driving modes include an EV mode in which the vehicle runs on the motor alone using the battery's charging power, a series mode in which the engine drives the generator and runs on the motor alone while generating electricity, and a parallel mode in which the engine and motor are used together. mode etc. are included. The switching of the running mode is performed by controlling mechanisms such as sleeves and clutches that are interposed on the power transmission path in the transaxle device. This mechanism is arranged, for example, on a shaft in a power transmission path between an engine and a generator or on a shaft in a power transmission path between an engine and drive wheels (see Patent Documents 1 and 2).

JP-A-11-170877 JP 2013-180680 A

By the way, if it is possible to switch the gear stage according to the output requested by the driver, the vehicle speed, etc. without switching the driving mode, the number of driving patterns will increase, and effects such as improved drivability and improved fuel efficiency can be expected. In order to realize this, it is sufficient to provide a transaxle device in which a plurality of gear stages can be switched. However, since oil with functions such as hydraulic oil and lubricating oil is stored in the casing of the transaxle device, simply incorporating a plurality of shift stages and a mechanism for switching between them will cause resistance due to the oil. It can get big. For example, when the gears and the switching mechanism are immersed in oil (so-called oil-bathed state), these mechanisms stir the oil, which can increase the loss (oil resistance) due to the oil bath.

The present invention has been devised in view of such problems, and one of the objects thereof is to provide a transaxle device capable of increasing running patterns while suppressing loss due to oil bathing. In addition to this purpose, it is also another object of the present invention to achieve functions and effects that are derived from each configuration shown in the embodiments for carrying out the invention described later and that cannot be obtained by the conventional technology. be.

(1) A transaxle device disclosed herein is equipped with an engine, a first rotating electrical machine, and a second rotating electrical machine, and the motive power of the engine and the first rotating electrical machine are individually transmitted to the output shaft on the drive wheel side. a transaxle device for a hybrid vehicle that transmits the power of the engine to the second rotating electric machine as well as the power of the engine, the transaxle device being interposed on a first power transmission path from the engine to the output shaft, and a high gear stage and a switching mechanism for switching between low and low gears; an input shaft coaxially connected to the rotating shaft of the engine and provided with a first fixed gear; a second rotating electric machine shaft provided with a second fixed gear that constantly meshes with the first fixed gear; and a second power transmission path from the first rotating electric machine to the output shaft, a connecting/disconnecting mechanism for connecting/disconnecting power transmission of the rotary electric machine. The switching mechanism includes a first dog gear arranged on the input shaft and coupled to a first idle gear, and a second dog gear arranged on the input shaft and coupled to a second idle gear. , wherein the diameter of the first idle gear is larger than the diameter of the second idle gear, and the first fixed gear is closer to the second idle gear than the first idle gear. are arranged as follows.

(2) The first power transmission path has the input shaft on which the engine is provided at the right end, and the switching mechanism interposed on the input shaft, and the second power transmission path has the a first rotating electric machine shaft on which a first rotating electric machine is provided at the left end; and a second counter shaft arranged in parallel with the first rotating electric machine shaft and on which the connecting/disconnecting mechanism is arranged, The switching mechanism and the connecting/disconnecting mechanism are arranged on opposite sides in the axial direction of the output shaft across a differential device arranged on the output shaft, and the engine and the first rotating electric machine are arranged on the differential device. is preferably arranged on the opposite side of the output shaft in the axial direction.

(3) The switching mechanism has an annular sleeve that is not relatively rotatable with respect to the input shaft and is slidably coupled in the axial direction of the input shaft, and the sleeve is attached to the input shaft. It is preferable that at least one of the first idle gear and the second idle gear is rotationally connected to the input shaft by moving in the axial direction of .

(4) It is preferable that the engine and the second rotating electric machine are arranged on opposite sides in the axial direction of the output shaft with a differential gear arranged on the output shaft interposed therebetween.

The first rotating electric machine means a motor-generator or an electric motor having a rotating armature or magnetic field and having at least an electric function. Further, the second rotating electrical machine means a motor-generator or generator having a rotating armature or magnetic field and having at least a power generation function.

A switching mechanism for switching between the high gear stage and the low gear stage can increase the number of running patterns .

1 is a top view illustrating an internal configuration of a vehicle equipped with a transaxle device according to an embodiment; FIG. FIG. 2 is a schematic side view of a powertrain provided with the transaxle device of FIG. 1; 3 is a skeleton diagram showing the powertrain of FIG. 2; FIG. FIG. 4 is a skeleton diagram showing a powertrain according to a first modified example; FIG. 5 is a skeleton diagram showing a powertrain according to a second modified example; FIG. 11 is a skeleton diagram showing a powertrain according to a third modified example; (a) is a skeleton diagram showing a power train according to a fourth modification, and (b) is a alignment chart. (a) is a skeleton diagram showing a powertrain according to a fifth modification, and (b) is a alignment chart. (a) is a skeleton diagram showing a powertrain according to a sixth modification, and (b) is a alignment chart. (a) is a skeleton diagram showing a powertrain according to a seventh modification, and (b) is a alignment chart. (a) is a skeleton diagram showing a powertrain according to an eighth modification, and (b) is a alignment chart. (a) is a skeleton diagram showing a power train according to a ninth modification, and (b) is a collinear diagram.

A transaxle device as an embodiment will be described with reference to the drawings. Each embodiment shown below is merely an example, and there is no intention to exclude various modifications and application of techniques not explicitly described in each embodiment below. Each configuration of this embodiment can be modified in various ways without departing from the gist thereof. Also, they can be selected or combined as needed.

[1. overall structure]
A transaxle 1 (transaxle device) of the present embodiment is applied to a vehicle 10 shown in FIG. This vehicle 10 is a hybrid vehicle equipped with an engine 2, a motor 3 (electric motor, first rotary electric machine) for running, and a generator 4 (generator, second rotary electric machine) for power generation. A generator 4 is connected to the engine 2 and is operable independently of the operating state of the motor 3 . In addition, the vehicle 10 is provided with three types of running modes: EV mode, series mode, and parallel mode. These driving modes are alternatively selected by an electronic control device (not shown) according to the vehicle state, driving state, output demanded by the driver, etc., and the engine 2, motor 3, and generator 4 are selectively used according to the type. be done. The motor 3 may have a power generation function (generator function), and the generator 4 may have an electric function (motor function).

The EV mode is a driving mode in which the vehicle 10 is driven only by the motor 3 using the charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped. The EV mode is selected when the road load and speed are low, or when the battery charge level is high. The series mode is a driving mode in which the generator 4 is driven by the engine 2 to generate power, and the electric power generated is used to drive the vehicle 10 by the motor 3 . The series mode is selected when the road load and speed are medium or when the battery charge level is low. The parallel mode is a driving mode in which the engine 2 mainly drives the vehicle 10 and the motor 3 assists the driving of the vehicle 10 as necessary, and is selected when the driving load and driving speed are high.

An engine 2 and a motor 3 are connected in parallel to the drive wheels 8 via a transaxle 1, and the power of the engine 2 and the motor 3 are individually transmitted. A generator 4 and drive wheels 8 are connected in parallel to the engine 2 via a transaxle 1 , and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 8 .

The transaxle 1 is a power transmission device in which a final drive (final reduction gear) including a differential gear 18 (hereinafter referred to as "differential gear 18") and a transmission (reduction gear) are integrally formed. It incorporates a number of mechanisms responsible for power transmission between the drive and the driven device. The transaxle 1 of this embodiment is configured to be capable of high-low switching (switching between high-speed stage and low-speed stage). A gear and a low gear are switched.

The engine 2 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil. The engine 2 is a so-called transversely mounted engine in which the direction of the crankshaft 2a (rotating axis) is aligned with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 1. . The crankshaft 2 a is arranged parallel to the drive shafts 9 of the drive wheels 8 . The operating state of the engine 2 is controlled by an electronic controller.

Both the motor 3 and the generator 4 are motor-generators (motor-generators) having both a function as an electric motor and a function as a generator. The motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a generator during regeneration. The generator 4 functions as an electric motor (starter) when starting the engine 2, and generates power using the engine power when the engine 2 is in operation. An inverter (not shown) that converts direct current and alternating current is provided around (or inside) each of the motor 3 and the generator 4 . Each rotation speed of the motor 3 and the generator 4 is controlled by controlling the inverter. The operating states of the motor 3, the generator 4, and each inverter are controlled by an electronic control unit.

The motor 3 of the present embodiment has a cylindrical outer shape with the rotating shaft 3a as the central axis, and is fixed to the left side surface of the transaxle 1 with the bottom surface facing the transaxle 1 side. Further, the generator 4 of the present embodiment is formed in a cylindrical outer shape with the rotating shaft 4a as the central axis, and is mounted on the left side of the transaxle 1 with its bottom surface facing the transaxle 1 side, similar to the motor 3. Fixed against the surface. A rotating shaft 3a of the motor 3 and a rotating shaft 4a of the generator 4 are parallel to the crankshaft 2a. In addition, the engine 2, the motor 3, and the generator 4 are arranged on opposite sides in the axial direction with the differential 18 interposed therebetween.

FIG. 2 is a left side view of the power train 7 including the engine 2, motor 3, generator 4, and transaxle 1. As shown in FIG. Note that the engine 2 is omitted in this side view. As shown in FIG. 2 , a pump 5 is provided on the left side of the transaxle 1 in addition to the motor 3 and generator 4 . The pump 5 is a hydraulic pressure generating device that pumps oil having functions such as hydraulic oil and lubricating oil to a hydraulic circuit (not shown) using the power of the driving wheels 8 .

The pump 5 of this embodiment is arranged at a relatively low position on the left side surface of the transaxle 1 . In the example shown in FIG. 2, the pump 5 is arranged below the drive shaft 9 and near the bottom of the casing 1C of the transaxle 1. In the example shown in FIG. Inside the casing 1C, at least when the vehicle 10 is in a stopped state, oil is accumulated up to the area marked with dots in the figure. The pump 5 is arranged so that a part thereof is located below the oil surface. In the skeleton diagrams of FIG. 3 and subsequent figures, the pump 5 and the transaxle 1 are shown integrated (the pump 5 is incorporated in the casing 1C).

[2. transaxle]
FIG. 3 shows a skeleton diagram of a power train 7 equipped with the transaxle 1 of this embodiment. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six shafts 11 to 16 arranged parallel to each other. Hereinafter, the rotary shaft that is coaxially connected to the crankshaft 2a will be referred to as an input shaft 11. As shown in FIG. A crankshaft 2a is connected to the right end of the input shaft 11, and an engine 2 is provided. Similarly, the rotary shafts coaxially connected to the drive shaft 9, the rotary shaft 3a of the motor 3, and the rotary shaft 4a of the generator 4 are referred to as an output shaft 12, a motor shaft 13 (first rotary electric machine shaft), and a generator. It is called the shaft 14 (second rotary electric machine shaft). A rotating shaft arranged on the power transmission path between the input shaft 11 and the output shaft 12 is called a first counter shaft 15, and is arranged on the power transmission path between the motor shaft 13 and the output shaft 12. The rotating shaft with the second counter shaft 16 is called a second counter shaft 16 .

Both ends of the six shafts 11 to 16 are supported by the casing 1C via bearings (not shown). Openings (not shown) are formed in side surfaces of the casing 1C positioned on the respective axes of the input shaft 11, the output shaft 12, the motor shaft 13, and the generator shaft 14, and are connected to the crankshaft 2a and the like through these openings. be done. A rotating shaft of the pump 5 is connected to the first counter shaft 15 .

As shown in FIG. 2, the first counter shaft 15 is arranged at the lowest position (near the bottom of the casing 1C) among the six shafts 11 to 16, and is positioned inside the casing 1C at least when the vehicle 10 is stopped. It is in a state of being immersed in the accumulated oil (oil bathing state). It should be noted that the axes other than the first counter shaft 15 are positioned above the oil level when the vehicle 10 is stopped, and the oil level changes to the state shown in FIG. , compared to the first counter shaft 15, the first counter shaft 15 is less likely to be soaked in oil.

Three power transmission paths are formed inside the transaxle 1 . Specifically, as indicated by a two-dot chain line in FIG. 13 to the output shaft 12 (second power transmission path, hereinafter referred to as "second path 52"), and a power transmission path from the input shaft 11 to the generator shaft 14 (hereinafter referred to as "third path 53"). ) is formed.

The first path 51 (first mechanism) is a path related to power transmission from the engine 2 to the drive wheels 8, and is responsible for power transmission when the engine 2 is in operation. A switching mechanism 20A, which will be described later, is interposed in the middle of the first path 51 to perform connection/disconnection of power transmission and high/low switching. The second path 52 (second mechanism) is a path related to power transmission from the motor 3 to the driving wheels 8 and is responsible for power transmission of the motor 3 . In the middle of the second path 52, a connecting/disconnecting mechanism, which will be described later, is interposed for connecting/disconnecting the power transmission. The third path 53 (third mechanism) is a path related to power transmission from the engine 2 to the generator 4 , and is responsible for power transmission during engine start-up and power transmission during power generation by the engine 2 .

Next, the configuration of the transaxle 1 will be described in detail with reference to FIG. In the following description, "fixed gear" means a gear that is provided integrally with a shaft and cannot rotate relative to the shaft. Also, the term "idle gear" means a gear that is rotatably supported relative to a shaft.
The input shaft 11 is provided with one fixed gear 11a and two idle gears 11H and 11L, and a switching mechanism 20A. The fixed gear 11a is arranged near the right side of the casing 1C and is in constant mesh with a fixed gear 14a provided on the generator shaft 14. As shown in FIG. In other words, the input shaft 11 and the generator shaft 14 are connected via two fixed gears 11 a and 14 a so that power can be transmitted between the engine 2 and the generator 4 . A torque limiter 6 is interposed on the crankshaft 2a to protect the power transmission mechanism by blocking excessive torque.

The two idling gears 11H and 11L have different numbers of teeth and are in constant mesh with two fixed gears 15H and 15L provided on the first counter shaft 15 and having different numbers of teeth. In this embodiment, one idle gear 11L with a smaller number of teeth is arranged adjacent to the fixed gear 11a, and the other idle gear 11H with a larger number of teeth is located closer to the left side of the casing 1C (relative to the one idle gear 11L). (on the opposite side of the differential 18). The idle gear 11L, which has a smaller number of teeth, meshes with the fixed gear 15L, which has a larger number of teeth, to form a low gear stage. On the other hand, the other idle gear 11H, which has a larger number of teeth, meshes with the other fixed gear 15H, which has a smaller number of teeth, to form a high gear stage.

That is, the first counter shaft 15 has a large-diameter fixed gear 15L on the side closer to the differential 18 and a small-diameter fixed gear 15H on the side away from the differential 18 . Since the first counter shaft 15 is adjacent to the output shaft 12 in which the differential 18 is interposed, by arranging the gears in this manner, for example, the portion of the casing 1C along the first counter shaft 15 can be The diameter can be reduced toward the outside (direction away from the differential 18). Alternatively, when the casing side surface where the opening of the output shaft 12 is formed is provided between the large diameter fixed gear 15L and the small diameter fixed gear 15H, the portion of the casing 1C along the first counter shaft 15 is , can be made smaller overall. Such a configuration secures a space for connecting the drive shaft 9 on the extension line of the output shaft 12 outside the casing 1C.

The idling gear 11H has a tooth flank on its left side that meshes with the fixed gear 15H, and has a dog gear 11d coupled to a contact portion projecting on the right side of this tooth flank. The free-rotating gear 11L has a tooth flank on its right side that meshes with the fixed gear 15L, and a dog gear 11e that is coupled to a contact portion projecting from the left side of this tooth flank. Dog teeth (not shown) are provided at the tip portions (radial outer end portions) of the respective dog gears 11d and 11e.

20 A of switching mechanisms are arrange|positioned between two idle gears 11H and 11L, control the connection/disconnection state of the power of the engine 2, and switch a high gear stage and a low gear stage. The switching mechanism 20A of the present embodiment is coupled to a hub 21h fixed to the input shaft 11 so as to be non-rotatable relative to the hub 21h (input shaft 11) and slidable in the axial direction of the input shaft 11. and an annular sleeve 21s. The sleeve 21s moves to both left and right sides from the neutral position in the figure by controlling an actuator (not shown) by an electronic control device. Spline teeth (not shown) that engage with the dog teeth of the dog gears 11d and 11e are provided radially inside the sleeve 21s. The sleeve 21s is engaged with the dog gear 11d or the dog gear 11e by the engagement of the spline teeth and the dog teeth.

When the sleeve 21s is in the neutral position, both the idle gears 11H and 11L are idle. In this case, the power of the engine 2 (rotation of the input shaft 11) is not transmitted to the output shaft 12 even if the engine 2 is operating. That is, in this case, the power transmission of the engine 2 is cut off. In this case, if the first counter shaft 15 is rotating (that is, if the drive wheel 8 is rotating), the two idle gears 11H and 11L rotate (idle) following this rotation. However, since the idling gears 11H and 11L are provided on the input shaft 11 and are not in an oil bath, even if they rotate following the rotation of the first counter shaft 15, the resistance generated is small.

When the sleeve 21s moves left or right from the neutral position and engages with one of the two idle gears 11H, 11L, the dog gears 11d, 11e, the rotation of the input shaft 11 is shifted to either one of the idle gears 11H. , 11L. Hereinafter, this state will be referred to as a rotational connection state. In the transaxle 1 of the present embodiment, the sleeve 21s moves to the right and engages with the dog gear 11e of the idle gear 11L, so that the idle gear 11L of the low gear stage is rotationally connected to the input shaft 11. . On the contrary, the sleeve 21s moves to the left and engages with the dog gear 11d of the idle gear 11H, so that the idle gear 11H of the high gear stage is rotationally connected to the input shaft 11.

Further, in the transaxle 1 of the present embodiment, when the sleeve 21s moves, the generator 4 synchronizes the rotational speed of the input shaft 11 with the rotational speed of the drive wheels 8 side. That is, when the sleeve 21s is engaged with one of the dog gears 11d and 11e of the idle gears 11H and 11L (when selecting the high gear stage or the low gear stage, or when switching between the high gear stage and the low gear stage), Prior to the engagement, the inverter on the generator 4 side is controlled by the electronic control device so that the rotation speed of the input shaft 11 matches the rotation speed of the first counter shaft 15 .

As this control method, for example, a rotational speed difference (rotational difference) between the input shaft 11 and the drive wheels 8 is detected by a sensor, and a load is applied to the rotation of the input shaft 11 from the generator 4 according to the rotational speed difference. There is a method of synchronizing with Alternatively, there is a method of synchronizing by detecting the rotational speed of the drive wheels 8 with a sensor and controlling the rotational speed of the generator 4 so as to achieve this rotational speed.

The first counter shaft 15 is provided with a fixed gear 15a adjacent to the right side of the low-side fixed gear 15L and a pump 5 adjacent to the left side of the high-side fixed gear 15H. The oil pressure-fed from the pump 5 is fed into the hydraulic circuit through an oil passage inlet (not shown) provided on the first counter shaft 15 and an oil passage inlet 5b provided on the second counter shaft 16. . A fixed gear 15 a of the first counter shaft 15 is in constant mesh with a ring gear 18 a of a differential 18 provided on the output shaft 12 . The ring gear 18a of the differential 18 is also in constant mesh with a fixed gear 16b provided on the second counter shaft 16 and closer to the left side of the casing 1C.

The second counter shaft 16 is provided with a connecting/disconnecting mechanism having an idle gear 16a and a clutch 17, and a parking gear 19 arranged between the fixed gear 16b and the idle gear 16a. The idle gear 16a is fixed to one engaging element 17a of the clutch 17 and always meshes with a fixed gear 13a provided on the motor shaft 13 to follow the rotation of the motor shaft 13 and rotate. A rotating shaft 3a of the motor 3 is connected to the left end of the motor shaft 13, and the motor 3 is provided. The clutch 17 is a multi-plate clutch that controls the connecting/disconnecting state of the power of the motor 3. One engagement element 17a is fixed to the idle gear 16a, and the other engagement element 17a is fixed to the second counter shaft 16. element 17b. Note that the clutch 17 is arranged near the right side of the casing 1C.

The engagement element 17a receives power from the motor 3, and the engagement element 17b outputs power to the drive wheel 8 side. These engaging elements 17a and 17b are driven in directions of separating (disconnecting) and approaching (engaging) from each other according to the hydraulic pressure of the oil flowing from the oil passage inlet 5b. When the clutch 17 is engaged, the power of the motor 3 is transmitted to the driving wheels 8 through the fixed gear 13a and the idle gear 16a, and the rotation of the driving wheels 8 is transmitted to the motor 3. In other words, when the clutch 17 is engaged, the motor 3 can perform power running and regenerative power generation. On the other hand, when the clutch 17 is disengaged while the engine 2 is running (when the motor 3 is stopped), the free rotation gear 16a idles and the rotation of the drive wheels 8 is not transmitted to the motor 3. It is no longer dragged around and the resistance is reduced.

A pressure regulating device composed of a plurality of solenoid valves (on/off solenoid valve, linear solenoid valve, etc.) is provided on the hydraulic circuit, and the pressure of the oil pumped from the pump 5 is adjusted to an appropriate hydraulic pressure, thereby disengaging the clutch 17. A configuration in which contact is controlled may be employed. Alternatively, instead of the pump 5 and the multi-plate clutch 17, an electronically controlled coupling may be provided, and the transmission of power may be controlled by an electronic control unit.

The parking gear 19 is an element that constitutes a parking lock device and is fixed to the second counter shaft 16 . When the driver selects the P range, the parking gear 19 engages with a parking sprag (not shown) to prohibit rotation of the second counter shaft 16 (that is, the output shaft 12).
The differential 18 transmits the power transmitted to the ring gear 18a to the output shaft 12 via the differential case, pinion shaft, differential pinion, and side gear. The switching mechanism 20A on the input shaft 11 and the connection/disconnection mechanism on the second counter shaft 16 are arranged on opposite sides in the axial direction with the differential 18 interposed therebetween.

[3. action, effect]
(1) The above-described transaxle 1 is provided with a switching mechanism 20A, which switches between a high gear stage and a low gear stage according to the running state, required output, etc. during running in the parallel mode. In other words, in the parallel mode, the power of the engine 2 can be switched between two stages and transmitted (output), so the number of driving patterns can be increased, and effects such as improved drivability and improved fuel efficiency can be obtained. can be improved.

Further, in the transaxle 1 described above, the shafts other than the first counter shaft 15 are arranged so as not to be soaked in oil, and the switching mechanism 20A is mounted on the input shaft 11, so that the switching mechanism 20A is not exposed to oil. You can make it easier to avoid being in a state. As a result, the loss due to the oil bath can be suppressed, and the transmission efficiency of the transaxle 1 can be improved.

Furthermore, in the vehicle 10 described above, since the power of the engine 2 and the motor 3 can be output separately, the power of the motor 3 can cover the loss of torque when switching between high and low. As a result, shift shock can be suppressed, and the need for quick high-low switching can be reduced, so the configuration of the switching mechanism 20A can be simplified.

(2) In the transaxle 1 described above, the high gear stage (idling gear 11H, fixed gear 15H) is arranged on the opposite side of the differential 18 from the low gear stage (idling gear 11L, fixed gear 15L) in the casing 1C. be done. That is, on the shaft (first counter shaft 15) adjacent to the output shaft 12, a large-diameter gear (fixed gear 15L) is arranged near the differential 18, and a small-diameter gear (fixed gear 15L) is arranged away from the differential 18. Since the fixed gear 15H) is arranged, the diameter of the portion of the casing 1C along the first counter shaft 15 can be reduced outward (in the direction away from the differential 18), or the overall size can be reduced. can. As a result, a space for connecting the drive shaft 9 can be secured on the extension line of the output shaft 12 outside the casing 1C while avoiding an increase in the size of the casing 1C.

(3) In the transaxle 1 described above, the switching mechanism 20A provided on the input shaft 11 has a sleeve 21s. The idle gears 11H and 11L can be rotationally connected to the input shaft 11. As shown in FIG. With the switching mechanism 20A using the sleeve 21s, there are no restrictions on the gear ratio, so the gear ratios of the high gear stage and the low gear stage can be freely set.

Further, in the transaxle 1 described above, when one of the idle gears 11H and 11L provided on the input shaft 11 is in a rotationally connected state, the other idle gear is driven by the first counter shaft 15 whose torque is amplified. is turned. That is, unlike the above-described embodiment, when the idle gear is rotated by the input shaft 11 that rotates by the power of the engine 2, if even a part of the idle gear is bathed in oil, , the ratio of the consumed torque of the idler gear to the torque (output torque) for driving the vehicle 10 becomes high. On the other hand, if the idle gears 11H and 11L are rotated by the first counter shaft 15 as in the above-described embodiment, even if some of the idle gears 11H and 11L are in the oil bath, The loss (proportion of torque consumption) can be suppressed.

(4) In the above-described transaxle 1, when the sleeve 21s moves, the inverter on the generator 4 side is controlled so that the rotational speed of the input shaft 11 matches the rotational speed of the drive wheel 8 side. Either one of the rotation gears 11H, 11L can be smoothly engaged with the dog gears 11d, 11e (that is, selection of high gear stage or low gear stage, or switching between high gear stage and low gear stage).

(5) Further, since the rotation is synchronized using the generator 4 in this way, the high gear stage or the low gear stage can be selected simply by engaging the dog teeth of the dog gears 11d and 11e with the spline teeth of the sleeve 21s. Alternatively, switching between a high gear stage and a low gear stage can be performed. That is, since there is no need to use an expensive synchro mechanism, the switching mechanism 20A can have a simple configuration and can be manufactured at low cost.

[4. Modification]
The transaxle 1 described above is an example, and its configuration is not limited to that described above. Modifications of the transaxle 1 will be described below with reference to FIGS. 4 to 12. FIG. 4 to 12 are skeleton diagrams showing a powertrain 7 having a transaxle 1 according to first to ninth modifications. It should be noted that the same reference numerals as the reference numerals of the above-described embodiments and modifications or the same reference numerals (same numerals, different alphabets, etc.) are attached to configurations similar to those of the above-described embodiments and modified examples. , duplicate description omitted

All of the transaxles 1 according to the three modifications shown in FIGS. 4 to 6 are provided with a switching mechanism having a sleeve as in the above-described embodiment. On the other hand, each of the transaxles 1 according to the six modifications shown in FIGS. 7 to 12 has a switching mechanism having a planetary gear, a clutch and a brake. Each of these switching mechanisms is mounted at least on the input shaft 11, similarly to the switching mechanism 20A described above, and switches between the high gear stage and the low gear stage. Each modification will be described below.

[4-1. First modification]
As shown in FIG. 4, in the transaxle 1 according to the first modification, the arrangement of the idle gear 11H and the fixed gear 15H forming the high gear and the idle gear 11L and the fixed gear 15L forming the low gear is Except for different points, it is configured in the same manner as the above-described embodiment. That is, in this modified example, the low gear stage is arranged on the opposite side of the differential 18 with respect to the high gear stage. Even with such a configuration, the effects other than (2) described above can be obtained.

[4-2. Second modification]
As shown in FIG. 5, the transaxle 1 according to the second modified example is the same as described above except that the switching mechanism 20B is composed of two selection mechanisms 22 and 23 for selecting the high gear stage and the low gear stage, respectively. The configuration is similar to that of the embodiment described above. One of the two selection mechanisms 22 , 23 is mounted on the input shaft 11 and the other is mounted on the first counter shaft 15 . Further, these selection mechanisms 22 and 23 are arranged at positions overlapping each other in the direction orthogonal to the axial direction.

In this modification, the selection mechanism 22 is coupled to a hub 22h fixed to the input shaft 11 so as to be non-rotatable relative to the hub 22h (input shaft 11) and slidable in the axial direction of the input shaft 11. and an annular sleeve 22s. Similarly, the selection mechanism 23 has a hub 23 h fixed to the first counter shaft 15 , a hub 23 h (first counter shaft 15 ) that cannot rotate relative to the hub 23 h (first counter shaft 15 ), and an axial direction of the first counter shaft 15 . and an annular sleeve 23s slidably coupled thereto. These sleeves 22s, 23s also have spline teeth (not shown) radially inward.

The input shaft 11 is provided with a fixed gear 11H' having more teeth than the idle gear 11L, and the first counter shaft 15 is provided with a fixed gear 11H' having more teeth than the idle gear 11L. An idle gear 15H' having a small number of teeth is provided on the left side of the selection mechanism 23. As shown in FIG. These fixed gear 11H' and idle gear 15H' are always in mesh. The idle gear 15H' has a tooth flank on the left side thereof which meshes with the fixed gear 11H', and has a dog gear 15d connected to a contact portion protruding on the right side of the tooth flank. The dog gear 15d also has a dog tooth (not shown) at its tip.

When both the sleeves 22s and 23s are in the neutral position, the two idle gears 15H' and 11L are both idle, and the power transmission of the engine 2 is cut off. When the sleeve 23s is in the neutral position and the sleeve 22s moves from the idling state to the right side and engages with the dog gear 11e of the idle gear 11L, the power of the engine 2 (rotation of the input shaft 11) is applied to the idle gear 11L and the fixed gear 15L. is transmitted to the output shaft 12 via. That is, in this case, the idle gear 11</b>L of the low gear stage is rotationally connected to the input shaft 11 . Further, when the sleeve 22s is in the neutral position and the sleeve 23s moves from the idling state to the left side and engages with the dog gear 15d of the idle gear 15H', the power of the engine 2 is transmitted through the fixed gear 11H' and the idle gear 15H'. is transmitted to the output shaft 12. That is, in this case, the idle gear 15</b>H′ of the high gear stage is rotationally connected to the first counter shaft 15 .

Even with such a configuration, since one of the two selection mechanisms 22 and 23 constituting the switching mechanism 20B is arranged on the input shaft 11, the loss due to the oil bath can be suppressed. Further, according to this modification, the switching mechanism 20B is composed of two selection mechanisms 22 and 23, and these selection mechanisms 22 and 23 are arranged at positions overlapping each other in the direction perpendicular to the axial direction. Compared to the transaxle 1 having the switching mechanism 20A, the axial dimension (overall length) of the transaxle 1 can be reduced.

Furthermore, since the two selection mechanisms 22 and 23 can be operated simultaneously to perform high/low switching, the time required for high/low switching can be shortened compared to the case of using one switching mechanism 20A. That is, if two selection mechanisms 22, 23 are provided, one of the two idle gears 15H', 11L is switched from the idling state to the rotationally connected state, and at the same time, the other is switched from the rotationally connected state to the idling state. Since the switching can be performed, high-low switching can be performed quickly.

[4-3. Third modification]
As shown in FIG. 6, the transaxle 1 according to the third modification is different except that the positional relationship between the switching mechanism 20C provided on the input shaft 11 and the two idle gears 11H and 11L and their shapes are different. are configured in the same manner as in the above-described embodiment. 20 C of switching mechanisms of this modification are arrange|positioned between the fixed gear 11a and the idle gear 11L of the low side, and two idle gears 11H and 11L are arrange|positioned adjacently. That is, the high-side idle gear 11H is arranged closer to the left side of the casing 1C than the low-side idle gear 11L.

The switching mechanism 20C includes a hub 21h fixed to the input shaft 11 and an annular ring that is non-rotatable relative to the hub 21h (input shaft 11) and slidably coupled in the axial direction of the input shaft 11. and a sleeve 21s'. The low-side idle gear 11L has an inner diameter larger than that of the above-described embodiment, and has a tooth flank on the left that meshes with the fixed gear 15L. It has a dog gear 11e coupled to the contact portion. On the other hand, the free rotation gear 11H on the high side has a tooth surface portion that meshes with the fixed gear 15H at the left end, and a contact portion that is coupled with the dog gear 11d at the right end. It has a small cylindrical part. This cylindrical portion is a portion that penetrates the inside (axial side) of the idle gear 11L. As a result, the dog gear 11d of the idle gear 11H is arranged on the right side of the dog gear 11e of the idle gear 11L.

The left portion of the sleeve 21s' is provided with spline teeth that engage with the dog teeth of the dog gears 11d and 11e of the idle gears 11H and 11L. When the sleeve 21s' is at the neutral position in the figure, both the idle gears 11H and 11L are idle, and the power transmission of the engine 2 is cut off. When the sleeve 21s' moves to the right from the idling state, the sleeve 21s' engages with the dog gear 11e of the idle gear 11L, and the power of the engine 2 is transmitted to the output shaft 12 via the idle gear 11L and the fixed gear 15L. be done. That is, in this case, the idle gear 11</b>L of the low gear stage is rotationally connected to the input shaft 11 .

Conversely, when the sleeve 21s' moves leftward from the idling state, the sleeve 21s' engages with the dog gear 11d of the idle gear 11H, and the power of the engine 2 is transferred to the output shaft 12 through the idle gear 11H and the fixed gear 15H. is transmitted to That is, in this case, the idle gear 11</b>H in the high gear stage is rotationally connected to the input shaft 11 .
Therefore, even with the configuration of the transaxle 1 according to this modified example, it is possible to obtain the same effects as those of the above-described embodiment.

[4-4. Fourth modification]
As shown in FIG. 7(a), the transaxle 1 according to the fourth modification includes a single-pinion planetary gear 30D and a clutch 35D provided to freely restrain two of the elements of the planetary gear 30D. and a brake 36D provided to restrain one of the elements of the planetary gear 30D. FIG. 7(b) is a collinear chart, in which the vertical axis corresponds to the rotational speed (or rotational speed ratio), and S, C, and R on the horizontal axis correspond to the sun gear, carrier, and ring gear, respectively. handle.

The planetary gear 30D includes a sun gear 31d configured as an idle gear, a ring gear 33d connected to the input shaft 11 via a coupling element 37d, a carrier 32d arranged between the sun gear 31d and the ring gear 33d, and a carrier 32d. and a pinion gear 34d which is rotatably supported by the sun gear 31d and the ring gear 33d and is always meshed with the pinion gear 34d. The clutch 35D is a multi-plate clutch that controls the connection/disconnection state of the power of the engine 2 and the gear stage, and has two engagement elements 35a and 35b. The brake 36D is a multi-disc brake that controls gear stages together with the planetary gear 30D and the clutch 35D, and has two elements 36a and 36b.

The ring gear 33d of this modified example has outer teeth that mesh with the fixed gear 14a of the generator shaft 14 in addition to inner teeth that mesh with the pinion gear 34d. Since the ring gear 33d is fixed to the connecting element 37d fixed to the input shaft 11, the power of the engine 2 is input to the ring gear 33d via the connecting element 37d. One engaging element 35a of the clutch 35D is fixed to the carrier 32d. An idle gear 11b that always meshes with a fixed gear 15b provided on the first counter shaft 15 is fixed to the engaging element 35a. That is, the idle gear 11 b rotates together with the carrier 32 d and transmits the power of the engine 2 to the output shaft 12 . The sun gear 31d is rotatably supported relative to the input shaft 11, and has a tooth surface on its left side that meshes with the pinion gear 34d. The joining element 35b and the first element 36a of the brake 36D are fixed.

The clutch 35D is driven in a direction in which the engaging elements 35a and 35b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5c provided at the left end of the input shaft 11. be. That is, the clutch 35D releases or restrains the sun gear 31d and the carrier 32d among the elements of the planetary gear 30D according to the hydraulic pressure. Also, the brake 36D is arranged on the tip side of the projecting portion of the sun gear 31d, and the second element 36b is fixed to the right side surface of the casing 1C. The brake 36D is driven in a direction in which the two elements 36a and 36b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5d provided at the right end of the input shaft 11. to restrain or release the sun gear 31d.

In the transaxle 1 of this modified example, when the clutch 35D is engaged or the brake 36D is restraining the sun gear 31d, the power input to the ring gear 33d is output from the carrier 32d and is idle. It is transmitted to the first counter shaft 15 (drive wheel 8 side) via the rotation gear 11b and the fixed gear 15b. On the other hand, when the clutch 35D is disengaged and the brake 36D releases the sun gear 31d, the power input to the ring gear 33d is not transmitted to the driving wheels 8 side. That is, in this case, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the ring gear 33d is also transmitted from the fixed gear 14a to the generator 4 regardless of the states of the clutch 35D and the brake 36D.

When the brake 36D is released while the clutch 35D is engaged, the sun gear 31d and the carrier 32d are restrained and rotate together. The alignment chart in this case is as shown on the left side of FIG. On the other hand, when the brake 36D restrains the sun gear 31d while the clutch 35D is disengaged, the rotation of the sun gear 31d is prohibited. The alignment chart in this case is shown on the right side of FIG. 7(b), and the rotation speed of the carrier 32d (output) is lower than the rotation speed of the ring gear 33d (input).

That is, when the rotation of the sun gear 31d is prohibited, the rotation of the engine 2 is decelerated (the torque is amplified) and output from the carrier 32d, so that the gear ratio is greater than one. In other words, in this case, the low gear stage is obtained in contrast to the state in which the sun gear 31d and the carrier 32d are restrained (the state in which the gear ratio is 1). As is clear from the collinear chart, by prohibiting the rotation of the sun gear 31d, the gear ratio of the low gear stage is lower than that of the high gear stage (transmission The value is close to the ratio 1).

As described above, in the transaxle 1 according to this modified example, it is possible to switch between a high gear stage (gear ratio 1) and a low gear stage by controlling the clutch 35D and the brake 36D of the switching mechanism 20D. In addition, high-low switching is possible by switching between disengagement and engagement of the clutch 35D and restraint and release by the brake 36D. sound generation can be suppressed.

By the way, the parallel mode in which the vehicle travels with the power of the engine 2 is selected when the traveling load and traveling speed are high. These gear ratios must be close to each other because gear shifting in a high vehicle speed range is assumed. On the other hand, in the transaxle 1 according to this modified example, the brake 36D restrains the sun gear 31d, so that the gear ratios of the high gear stage and the low gear stage can be made close to each other.
It should be noted that the transaxle 1 according to this modified example is also provided with the switching mechanism 20D on the input shaft 11 as in the above-described embodiment, so that the loss due to the oil bath can be suppressed.

[4-5. Fifth Modification]
As shown in FIG. 8(a), the transaxle 1 according to the fifth modification includes a single-pinion planetary gear 30E and a clutch 35E provided to freely restrain two of the elements of the planetary gear 30E. , and a brake 36E provided to restrain one of the elements of the planetary gear 30E. The transaxle 1 of this modified example differs from that of the fourth modified example in the power transmission path from the input shaft 11 to the planetary gear 30E of the switching mechanism 20E, and in the configuration of the switching mechanism 20E.

The input shaft 11 of this modification has a shorter axial length than the input shaft 11 of the above-described embodiment, and its left end is fixed to the first connecting element 37e. The first connecting element 37e is fixed at its center to the input shaft 11 and at its radial outer end to the second connecting element 38e. The second connecting element 38e connects the idle gear 11c provided on the input shaft 11 and the ring gear 33e of the planetary gear 30E. The idle gear 11c is in mesh with the fixed gear 14a of the generator shaft 14 at all times. Therefore, the power of the engine 2 is transmitted from the input shaft 11 to the idle gear 11c (generator 4) and the ring gear 33e via the first connecting element 37e and the second connecting element 38e.

A second shaft 39 is provided on the left side of the input shaft 11 coaxially with the input shaft 11 and spaced apart from the input shaft 11 . Both ends of the second shaft 39 are supported by the casing 1C via bearings (not shown). The sun gear 31e of the planetary gear 30E is provided as a fixed gear on the second shaft 39, and one engaging element 35b of the clutch 35E and the first element 36a of the brake 36E are fixed. Further, the other engaging element 35a of the clutch 35E is fixed to the carrier 32e of this modified example, and the idle gear 11b is fixed.

The clutch 35E is driven in a direction in which the engaging elements 35a and 35b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5c provided at the left end of the second shaft 39. , the sun gear 31e and the carrier 32e are released or restrained according to the hydraulic pressure. On the other hand, the brake 36E has a first element 36a fixed to the second shaft 39 and a second element 36b fixed to the left side surface of the casing 1C. The brake 36E is driven in a direction in which the two elements 36a and 36b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5d, thereby restraining or releasing the sun gear 31e. .

Therefore, also in the transaxle 1 of this modified example, as in the fourth modified example, if the clutch 35E is engaged or the brake 36E is restraining the sun gear 31e, the input to the ring gear 33e is The power is output from the carrier 32e and transmitted to the first counter shaft 15 (drive wheel 8 side) via the idle gear 11b and the fixed gear 15b. On the other hand, when the clutch 35E is disengaged and the brake 36E disengages the sun gear 31e, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the ring gear 33e is also transmitted to the generator 4 through the fixed gear 14a regardless of the states of the clutch 35E and the brake 36E.

When the brake 36E is released while the clutch 35E is engaged, the sun gear 31e and the carrier 32e are restrained and rotate together. A collinear chart in this case is shown on the left side of FIG. 8(b). Further, when the brake 36E restrains the sun gear 31e while the clutch 35E is disengaged, the rotation of the sun gear 31e is prohibited. A collinear chart in this case is shown on the right side of FIG. 8(b). As is clear from these collinear charts, the transaxle 1 according to the present modification also controls the clutch 35E and the brake 36E of the switching mechanism 20E in the same manner as in the fourth modification to achieve a high gear stage (transmission Ratio 1) and low gear can be switched. Moreover, other effects similar to those of the fourth modification can be obtained.

[4-6. Sixth modification]
As shown in FIG. 9(a), the transaxle 1 according to the sixth modification includes a single-pinion planetary gear 30F and a clutch 35F provided to freely restrain two of the elements of the planetary gear 30F. and a brake 36F provided to restrain one of the elements of the planetary gear 30F. The transaxle 1 of this modified example differs from that of the fifth modified example in the power input/output path for the planetary gear 30F and also in the configuration of the switching mechanism 20F.

The left end of the input shaft 11 of this modified example is also fixed to the first connecting element 37f as in the fifth modified example described above. However, the first connecting element 37f is fixed at its radially outer end to the carrier 32f. Further, an idle gear 11c provided on the input shaft 11 is fixed to the carrier 32f. The idle gear 11c is in mesh with the fixed gear 14a of the generator shaft 14 at all times. Therefore, the power of the engine 2 is transmitted from the input shaft 11 to the carrier 32f via the first connecting element 37f and to the generator 4 via the idle gear 11c.

The transaxle 1 of this modified example is also provided with a second shaft 39 similar to that of the fifth modified example. A sun gear 31f of the planetary gear 30F is provided as a fixed gear on the second shaft 39, and one engagement element 35b of the clutch 35F and the first element 36a of the brake 36F are fixed. Also, the idle gear 11b is connected to the ring gear 33f of this modified example via a second connecting element 38f. Both the second connecting element 38f and the idle gear 11b are rotatable relative to the second shaft 39 and rotate together with the ring gear 33f. The other engaging element 35a of the clutch 35F is fixed to the second connecting element 38f.

As in the fifth modification, the clutch 35F is driven in such a direction that the engaging elements 35a and 35b move away from each other (disengage) and approach (engage) in accordance with the hydraulic pressure of the oil flowing from the oil passage inlet 5c. , the sun gear 31f and the ring gear 33f are opened or restrained according to the hydraulic pressure. Further, the brake 36F has the first element 36a fixed to the second shaft 39 and the second element 36b fixed to the left side surface of the casing 1C, as in the fifth modified example. The brake 36F is driven in a direction in which the two elements 36a and 36b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5d, thereby restraining or releasing the sun gear 31f. .

In the transaxle 1 of this modified example, when the clutch 35F is engaged or the brake 36F restrains the sun gear 31f, the power input to the carrier 32f is output from the ring gear 33f, It is transmitted to the first counter shaft 15 (drive wheel 8 side) via the rotation gear 11b and the fixed gear 15b. On the other hand, when the clutch 35F is disengaged and the brake 36F disengages the sun gear 31f, the power transmission of the engine 2 is cut off. The power of the engine 2 input to the carrier 32f is also transmitted to the generator 4 from the idle gear 11c regardless of the states of the clutch 35F and the brake 36F.

When the brake 36F is released while the clutch 35F is engaged, the sun gear 31f and the ring gear 33f are restrained and rotate together. The collinear chart in this case is shown on the left side of FIG. 9(b). On the other hand, when the brake 36F restrains the sun gear 31f while the clutch 35F is disengaged, the rotation of the sun gear 31f is prohibited. The collinear chart in this case is as shown on the right side of FIG. 9B, and the rotation speed of the ring gear 33f (output) is higher than the rotation speed of the carrier 32f (input).

That is, when the rotation of the sun gear 31f is prohibited, the rotation of the engine 2 is accelerated and output from the ring gear 33f. In other words, in this case, the high gear stage is obtained in contrast to the state in which the sun gear 31f and the ring gear 33f are restrained (the state in which the gear ratio is 1). As is clear from the collinear chart, by prohibiting the rotation of the sun gear 31f, the gear ratio of the high gear stage is lower than the gear ratio of the low gear stage (transmission The value is close to the ratio 1).

Therefore, with the transaxle 1 of this modified example, as in the fourth modified example described above, the high gear stage and the low gear stage (gear ratio 1) can be switched, so that the control is easy, and a sound is generated at the time of high/low switching. can be suppressed. Further, as in the fourth modification, the brake 36F restrains the sun gear 31f, so that the gear ratios of the high gear stage and the low gear stage can be made close to each other. It should be noted that the transaxle 1 according to this modified example is also provided with the switching mechanism 20F on the input shaft 11 as in the above-described embodiment, so that the loss due to the oil bath can be suppressed.

[4-7. Seventh modification]
As shown in FIG. 10(a), the transaxle 1 according to the seventh modification includes a step pinion type planetary gear 30G and a clutch 35G provided to freely restrain two of the elements of the planetary gear 30G. , and a brake 36G provided to restrain one of the elements of the planetary gear 30G. That is, the transaxle 1 of this modified example is significantly different from those of the fourth to sixth modified examples in that the planetary gear 30G is of the step pinion type.

The transaxle 1 of this modified example is provided with a second shaft 39 similar to that of the fifth modified example. The left end of the input shaft 11 is fixed to one engaging element 35a of the clutch 35G. The sun gear 31g is provided as a fixed gear with respect to the second shaft 39, and the carrier 32g is fixed to the engaging element 35a. Two pinion gears 34g and 34g' having different numbers of teeth are rotatably supported on the carrier 32g. One pinion gear 34g with a large number of teeth is in constant mesh with the sun gear 31g, and the other pinion gear 34g' with a small number of teeth is in constant mesh with the ring gear 33g.

The ring gear 33g is connected to the idle gear 11b via a connecting element 38g. Both the connecting element 38g and the idle gear 11b are rotatable relative to the second shaft 39 and rotate together with the ring gear 33g. The idle gear 11b is in mesh with the fixed gear 15b of the first counter shaft 15 at all times. That is, in this modification, the power of the engine 2 is input to the carrier 32g and output from the ring gear 33g.

On the second shaft 39, the other engaging element 35b of the clutch 35G is fixed on the right side of the sun gear 31g, and the first element 36a of the brake 36G is fixed on the left side of the sun gear 31g. The second element 36b of the brake 36G is fixed to the casing 1C. As in the fifth modification, the clutch 35G is driven in a direction in which the engagement elements 35a and 35b move away from each other (disconnected) and approach (engage) in accordance with the hydraulic pressure of the oil flowing from the oil passage inlet 5c. The sun gear 31g and the carrier 32g are released or restrained according to the hydraulic pressure. In addition, the brake 36G is driven in a direction in which the two elements 36a and 36b are separated from each other (disconnected) and approached (engaged) according to the hydraulic pressure of the oil flowing from the oil passage inlet 5c, thereby restraining or restraining the sun gear 31g. Open.

In the transaxle 1 of this modified example, when the clutch 35G is disengaged and the brake 36G disengages the sun gear 31g, power transmission of the engine 2 is cut off. On the other hand, when the brake 36G is released while the clutch 35G is engaged, the sun gear 31g and the carrier 32g are restrained and rotate together. The ratio is 1. On the other hand, when the brake 36G restrains the sun gear 31g while the clutch 35G is disengaged, the rotation of the sun gear 31g is prohibited. becomes greater than the rotational speed of carrier 32g (input). That is, in this case, since the rotation of the engine 2 is accelerated and output from the ring gear 33g, the gear ratio becomes a state smaller than 1 (high gear stage).

Therefore, with the transaxle 1 of this modified example, it is possible to switch between the high gear stage and the low gear stage (gear ratio 1) as in the above-described embodiment. Further, similar effects can be obtained from configurations similar to those of the above-described embodiment and the fourth modification.

[4-8. Eighth modification]
As shown in FIG. 11(a), the transaxle 1 according to the eighth modification is provided with a CR-CR type planetary gear 30H and at least two of the elements of the planetary gear 30H so as to be constrained. A switching mechanism 20H is provided having a clutch 35H and a brake 36H provided to restrain one of the elements of the planetary gear 30H. In the collinear chart shown in FIG. 11(b), the element of the planetary gear in the right column is marked with a dash (').

The transaxle 1 of this modified example is provided with a second shaft 39 similar to that of the seventh modified example. The left end of the input shaft 11 is fixed to one engaging element 35a of the clutch 35H. In the planetary gear 30H, the carrier 32h in the left row and the ring gear 33h' in the right row are connected, and the ring gear 33h in the left row and the carrier 32h' in the right row are connected. The left column carrier 32h is connected to an idle gear 11b that is in constant mesh with the fixed gear 15b of the first counter shaft 15 . That is, the power of the engine 2 is output from the left column carrier 32h.

The left sun gear 31h is provided as a fixed gear on the second shaft 39, and the right sun gear 31h' is provided on the second shaft 39 as an idle gear. The other engaging element 35b of the clutch 35H is fixed to the right end of the second shaft 39. By engaging this engaging element 35b with the engaging element 35a fixed to the input shaft 11, the left column The power of the engine 2 is input to the sun gear 31h. The other engagement element 35b' of the clutch 35H is also fixed to the right column carrier 32h'. A first element 36a of a brake 36H is fixed to the right sun gear 31h'. The second element 36b of the brake 36H is fixed to the casing 1C.

In the clutch 35H, the two engaging elements 35b and 35b' are separated (disconnected) from each other with respect to the engaging element 35a fixed to the input shaft 11 according to the hydraulic pressure of the oil flowing from the oil passage inlet 5c. It is driven in the approaching (engaging) direction. When the two engaging elements 35b, 35b' are all disconnected, the power transmission of the engine 2 is cut off. Further, in a state where the engaging elements 35a and 35b are engaged, the power of the engine 2 is transmitted to the left sun gear 31h.

When the engaging element 35b' in addition to the engaging element 35b is engaged with the engaging element 35a and the brake 36H is released, the left sun gear 31h and the left ring gear 33h (right row The carrier 32h') and the left-row carrier 32h (right-row ring gear 33h') are restrained and rotate together. The alignment chart in this case is as shown on the left side of FIG. On the other hand, when only the engaging element 35b is engaged with the engaging element 35a and the brake 36H restrains the right sun gear 31h', the sun gear 31h' is prohibited from rotating. The nomographic chart in this case is shown on the right side of FIG. 11(b), and the rotation speed of the left column carrier 32h (output) is lower than the rotation speed of the left column sun gear 31h (input).

That is, when the rotation of the sun gear 31h' is prohibited, the rotation of the engine 2 is decelerated (the torque is amplified) and output from the carrier 32h. Become. Therefore, with the transaxle 1 of this modified example as well, it is possible to switch between the high gear stage (gear ratio 1) and the low gear stage, as in the above-described embodiment. Further, similar effects can be obtained from configurations similar to those of the above-described embodiment and the fourth modification.

[4-9. Ninth Modification]
As shown in FIG. 12(a), the transaxle 1 according to the ninth modification includes a Ravignon-type planetary gear 30J and a clutch 35J provided to freely restrain at least two of the elements of the planetary gear 30J. , and a brake 36J provided to restrain one of the elements of the planetary gear 30J.

That is, the planetary gear 30J is a combination of a single pinion type planetary gear (right row) and a double pinion type planetary gear (left row). It is provided as a long pinion that is in constant mesh. Also, the carrier 32j and the ring gear 33j are shared by two planetary gear trains. In the alignment chart shown in FIG. 12(b), the left sun gear 31j is represented as "S" and the right sun gear 31j' is represented as "S'".

In the transaxle 1 of this modified example, one engagement element 35a of the clutch 35J is fixed to the input shaft 11. As shown in FIG. The ring gear 33j of the planetary gear 30J is connected to the idle gear 11b through a connecting element 38j. Both the coupling element 38j and the idle gear 11b are rotatable relative to the input shaft 11 and rotate integrally with the ring gear 33j. The idle gear 11b is in mesh with the fixed gear 15b of the first counter shaft 15 at all times. That is, in this modification, the power of the engine 2 is output from the ring gear 33j.

Both the left and right sun gears 31j and 31j' are provided as idle gears with respect to the input shaft 11. As shown in FIG. The other engagement elements 35b, 35b' of the clutch 35J are fixed to the left and right sun gears 31j, 31j', respectively. Further, a first element 36a of a brake 36J is fixed to the right sun gear 31j'. The second element 36b of the brake 36J is fixed to the casing 1C.

In the clutch 35J, the two engaging elements 35b and 35b' are separated (disconnected) from each other with respect to the engaging element 35a fixed to the input shaft 11 in accordance with the hydraulic pressure of the oil flowing from the oil passage inlet 5c. It is driven in the approaching (engaging) direction. When the two engaging elements 35b and 35b' are all disconnected, the power transmission of the engine 2 is cut off. Further, in a state where the engaging elements 35a and 35b are engaged, the power of the engine 2 is transmitted to the left sun gear 31j. That is, in this modification, the power of the engine 2 is input to the left sun gear 31j.

When the engaging elements 35b and 35b' are engaged with the engaging element 35a and the brake 36J is released, the left and right sun gears 31j and 31j' are restrained and rotate integrally. The alignment chart in this case is as shown on the left side of FIG. On the other hand, when only the engaging element 35b is engaged with the engaging element 35a and the brake 36J restrains the sun gear 31j' in the right row, the rotation of the sun gear 31j' is prohibited. The alignment chart in this case is shown on the right side of FIG. 12(b), and the rotation speed of the ring gear 33j (output) is lower than the rotation speed of the left sun gear 31j (input).

That is, when the rotation of the sun gear 31j' is prohibited, the rotation of the engine 2 is decelerated (the torque is amplified) and output from the ring gear 33j, so that the gear ratio is greater than 1 (low gear stage). Become. Therefore, with the transaxle 1 of this modified example as well, it is possible to switch between the high gear stage (gear ratio 1) and the low gear stage, as in the above-described embodiment. Further, similar effects can be obtained from configurations similar to those of the above-described embodiment and the fourth modification.

[5. others]
Although the embodiments and modifications of the present invention have been described above, the present invention is not limited to the above-described embodiments and the like, and various modifications can be made without departing from the gist of the present invention. For example, as a switching mechanism for switching between the high gear stage and the low gear stage, a multi-plate clutch may be provided in place of the above-described sleeve 21s or the like. Further, when the switching mechanism has a planetary gear, a clutch, and a brake, one element other than the sun gear is restrained by the brake and two elements are restrained by the clutch, thereby switching between the high gear stage and the low gear stage. It may be configured to switch.

Also, the relative positions of the engine 2, motor 3, generator 4, and pump 5 with respect to the transaxle 1 are not limited to those described above. The arrangement of the six shafts 11 to 16 in the transaxle 1 may be set according to their relative positions. Also, the arrangement of the gears provided on each shaft in the transaxle 1 is an example, and is not limited to the above. Note that the clutch 17 interposed in the middle of the second path 52 related to power transmission from the motor 3 to the drive wheels 8 may be omitted.

1 transaxle (transaxle device)
1C casing 2 engine 2a crankshaft (rotating shaft)
3 motor (electric motor, first rotating electric machine)
4 generator (generator, second rotating electric machine)
8 drive wheel 10 vehicle 11 input shaft 12 output shaft 14 generator shaft (second rotary electric machine shaft)
15 first counter axis (counter axis)
18 differential (differential gear)
20A, 20B, 20C, 20D, 20E, 20F, 20G, 20H, 20J switching mechanisms 21s, 21s', 22s, 23s sleeves 22, 23 selection mechanisms 30D, 30E, 30F, 30G, 30H, 30J planetary gears 31d, 31e, 31f, 31g, 31h, 31h', 31j, 31j' Sun gear 32d, 32e, 32f, 32g, 32h, 32h', 32j Carrier 33d, 33e, 33f, 33g, 33h, 33h', 33j Ring gear 35D, 35E, 35F, 35G, 35H, 35J Clutch 36D, 36E, 36F, 36G, 36H, 36J Brake

Claims (4)

Equipped with an engine, a first rotating electrical machine, and a second rotating electrical machine, the power of the engine and the first rotating electrical machine are individually transmitted to the output shaft on the drive wheel side, and the power of the engine is transmitted to the second rotating electrical machine. A transaxle device for a hybrid vehicle that also transmits power to a rotating electric machine,
a switching mechanism interposed on a first power transmission path from the engine to the output shaft and switching between a high gear stage and a low gear stage;
an input shaft coaxially connected to the rotation shaft of the engine and provided with a first fixed gear;
a second rotating electrical machine shaft provided with a second fixed gear that is coaxially connected to the rotating shaft of the second rotating electrical machine and that constantly meshes with the first fixed gear;
a connecting/disconnecting mechanism provided on a second power transmission path from the first rotating electric machine to the output shaft and connecting/disconnecting power transmission of the first rotating electric machine ;
The switching mechanism includes a first dog gear arranged on the input shaft and coupled to a first idle gear, and a second dog gear arranged on the input shaft and coupled to a second idle gear. , has
The diameter of the first idle gear is larger than the diameter of the second idle gear,
The transaxle device , wherein the first fixed gear is arranged closer to the second idle gear than the first idle gear . The first power transmission path has the input shaft provided at the right end of the engine, and the switching mechanism interposed on the input shaft,
The second power transmission path includes a first rotary electric machine shaft on which the first rotary electric machine is provided at the left end, and a second rotary electric machine shaft arranged parallel to the first rotary electric machine shaft and on which the disconnection/disconnection mechanism is arranged. a counter shaft;
The switching mechanism and the connecting/disconnecting mechanism are arranged on opposite sides in the axial direction of the output shaft across a differential device arranged on the output shaft,
2. The transaxle device according to claim 1, wherein said engine and said first rotating electric machine are arranged on opposite sides in an axial direction of said output shaft with said differential gear interposed therebetween. The switching mechanism has an annular sleeve that is non-rotatable relative to the input shaft and is slidably coupled in the axial direction of the input shaft,
The sleeve moves in the axial direction of the input shaft so that at least one of the first idle gear and the second idle gear is rotationally connected to the input shaft, The transaxle device according to claim 1 or 2. 4. The engine and the second rotating electric machine according to claim 1, wherein the engine and the second rotating electric machine are arranged on opposite sides in the axial direction of the output shaft across a differential device arranged on the output shaft. 1. A transaxle device according to claim 1.

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