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WO2016006325A1 - Mécanisme d'entraînement - Google Patents

Mécanisme d'entraînement Download PDF

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Publication number
WO2016006325A1
WO2016006325A1 PCT/JP2015/064407 JP2015064407W WO2016006325A1 WO 2016006325 A1 WO2016006325 A1 WO 2016006325A1 JP 2015064407 W JP2015064407 W JP 2015064407W WO 2016006325 A1 WO2016006325 A1 WO 2016006325A1
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WO
WIPO (PCT)
Prior art keywords
power
motor
oil pump
power transmission
sprocket
Prior art date
Application number
PCT/JP2015/064407
Other languages
English (en)
Japanese (ja)
Inventor
隆之 奥田
Original Assignee
ジヤトコ株式会社
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Filing date
Publication date
Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Publication of WO2016006325A1 publication Critical patent/WO2016006325A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/383—One-way clutches or freewheel devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a drive mechanism having a speed change mechanism, and particularly to a drive mechanism suitable for use in a mechanism for driving a vehicle (vehicle drive mechanism).
  • Japanese Patent Application Laid-Open No. 2004-228561 describes a technique in which an oil pump for supplying hydraulic oil to an automatic transmission can be driven by an engine or an electric motor in a hybrid vehicle driving device including an engine and an electric motor.
  • This patent document 1 discloses a vehicle having an engine, an electric motor, a first one-way clutch, a second one-way clutch, a continuously variable transmission mechanism, an oil pump and a drive wheel, and the engine is oiled via the first one-way clutch. Power can be transmitted to the pump, and the electric motor can transmit power to the oil pump via the second one-way clutch.
  • Patent Document 1 does not discuss the idling stop. However, if an attempt is made to perform idling stop in the vehicle described in Patent Document 1, the engine is stopped at idling stop (when the vehicle is stopped and the engine is stopped). The oil pump cannot be driven by the engine or the electric motor, and no hydraulic pressure is supplied to the continuously variable transmission mechanism.
  • the present invention has been devised in view of such problems, and provides a drive mechanism that is more multifunctional than before by expanding the usage of the motor and allowing the oil pump to be driven in various modes. It is the purpose.
  • the drive mechanism of the present invention has an input shaft, an output shaft, a power transmission path for transmitting the power of the input shaft to the output shaft, and the power transmission.
  • a first power interruption mechanism in the path; a second power interruption mechanism outside the power transmission path; a third power interruption mechanism outside the power transmission path; And an oil pump outside the power transmission path, and the power of the input shaft can be transmitted to the output shaft via the first power interrupting mechanism.
  • the power can be transmitted to the motor and the oil pump via the second power interrupt mechanism without passing through the first power interrupt mechanism, and the power of the output shaft can be transmitted to the first power interrupt mechanism.
  • the motor and And can be transmitted to the serial oil pump, the motor is characterized by having a power generation function.
  • the oil pump can be driven by the rotation of the motor in a state where the second power interrupting mechanism and the third power interrupting mechanism are in a power interrupting state. It is preferable.
  • the motor and the oil pump can be driven by rotation of the output shaft while the third power interrupting mechanism is in a power transmission state.
  • the power transmission path has a speed ratio adjusting mechanism, and the rotation of the output shaft can be transmitted to the motor and the oil pump via the speed ratio adjusting mechanism and the third power interrupting mechanism. preferable.
  • the power transmission path has a gear ratio adjustment mechanism, and when the input shaft rotates at a predetermined rotational speed or less, the second power interrupt mechanism and the third power interrupt mechanism are in a power interrupt state, It is preferable that the gear ratio adjusting mechanism is shifted by driving the oil pump by rotation of a motor.
  • the second power interrupting mechanism and the third power interrupting mechanism are set in a power shut-off state, and the oil pump is driven by the rotation of the motor to thereby change the speed change. It is preferable to shift the ratio adjustment mechanism.
  • a first power transmission mechanism having a first rotating member, a second rotating member, and a first endless member spanned between the first rotating member and the second rotating member, the motor and the It is preferable that the oil pump is connected via the first power transmission mechanism.
  • a second power transmission mechanism having a third rotating member, a fourth rotating member, and a second endless member stretched over the third rotating member and the fourth rotating member, and the input shaft It is preferable that at least one of the motor and the oil pump is connected via the second power transmission mechanism.
  • the second power interrupting mechanism preferably has a one-way clutch located on the inner periphery of the third rotating member or the fourth rotating member.
  • At least one of the second power interrupt mechanism and the third power interrupt mechanism has a one-way clutch.
  • a vehicle according to the present invention includes a drive source, a drive wheel, the drive mechanism, and the input shaft is input with power of the drive source.
  • the wheel is characterized in that the power of the output shaft is output.
  • the “power intermittent mechanism” has a first member and a second member.
  • Power interrupting mechanism means a mechanism capable of interrupting the power between the first member and the second member.
  • the “power interruption mechanism” has at least a function of transmitting power from one of the first member or the second member to the other of the first member or the second member.
  • the power input to one of the first member or the second member can be transmitted to the other of the first member or the second member via the power interrupting mechanism.
  • the first power interrupt mechanism has a function of transmitting power from at least the first member to the second member.
  • the first power interrupt mechanism can have a function of transmitting power from the second member to the first member.
  • the first power interrupt mechanism has a first member on the input shaft side.
  • the first power interrupting mechanism has a second member on the output shaft side.
  • the power of the input shaft can be transmitted to the output shaft through the first power interrupting mechanism.
  • the power of the input shaft is transmitted to the output shaft without passing through the second power interrupt mechanism and the third power interrupt mechanism.
  • the second power interrupt mechanism has a function of transmitting power from at least the first member to the second member.
  • the second power interrupting mechanism can have a function of transmitting power from the second member to the first member.
  • the second power interrupting mechanism has a first member on the input shaft side.
  • the second power interrupting mechanism has a second member on the oil pump side and the motor side.
  • the power of the input shaft can be transmitted to the motor and the oil pump via the second power interrupting mechanism and not via the first power interrupting mechanism.
  • the third power interrupting mechanism has a function of transmitting power from at least the first member to the second member.
  • the third power interrupting mechanism can have a function of transmitting power from the second member to the first member.
  • the third power interrupting mechanism has a first member on the output shaft side.
  • the third power interrupting mechanism has a second member on the oil pump side and the motor side.
  • the power of the output shaft can be transmitted to the motor and the oil pump via the third power interrupting mechanism and not via the first power interrupting mechanism.
  • the first power interrupting mechanism is disposed in a power transmission path that transmits the power of the input shaft to the output shaft (arranged on the power transmission path).
  • the second power interrupt mechanism is disposed outside the power transmission path for transmitting the power of the input shaft to the output shaft (not disposed on the power transmission path).
  • the third power interrupting mechanism is disposed outside the power transmission path that transmits the power of the input shaft to the output shaft (not disposed on the power transmission path).
  • the oil pump is driven by any one of the power of the input shaft transmitted through the second power interrupting mechanism, the power of the output shaft transmitted through the third power interrupting mechanism, or the power of the motor. Is done.
  • the oil pump may be driven by the power of the input shaft transmitted via the first power interrupt mechanism and the third power interrupt mechanism.
  • a forward / reverse switching mechanism that is disposed on the input shaft side and includes a forward clutch and a reverse brake; and a continuously variable transmission mechanism interposed between an output side of the forward / backward switching mechanism and the output shaft; It is preferable that the forward clutch and the reverse brake constitute the first power interrupting mechanism, and the continuously variable transmission mechanism constitutes the speed ratio adjusting mechanism.
  • the second power interrupting mechanism includes the first release means for interrupting power transmission from the motor or the oil pump side to the input shaft side, and the power from the input shaft side to the motor or the oil pump side.
  • the third power interrupting mechanism includes the second release means for interrupting power transmission from the motor or the oil pump side to the output shaft side, from the output shaft side.
  • a one-way clutch that can only transmit power to the motor or the oil pump is preferable.
  • the second power interrupt mechanism and the third power interrupt mechanism are intermittently controlled by an electric signal, and have an input shaft rotation detecting means for detecting the rotation of the input shaft, and an output shaft rotation for detecting the rotation of the output shaft.
  • Control means for controlling the second power interrupting mechanism, the third power interrupting mechanism, and the motor based on the detection results of the input shaft rotation detecting means and the output shaft rotation detecting means.
  • the control means preferably has functions of the first release means and the second release means.
  • Motor control that has pump rotation detection means for detecting rotation of the oil pump and controls the motor so that the rotation speed of the oil pump is within a set rotation speed range based on the detection result of the pump rotation detection means It is preferable to have a means.
  • the motor control means preferably operates the motor as an electric motor when the rotation speed of the oil pump is not more than the set rotation speed range.
  • a gear ratio control means for controlling the gear ratio adjustment mechanism using hydraulic oil discharged from the oil pump, wherein the gear ratio control means is driven by rotation of the output shaft; In addition, it is preferable to control the speed ratio of the speed ratio adjusting mechanism so that the rotational speed of the oil pump is within the set rotational speed range.
  • the use application of the motor can be expanded and the oil pump can be driven in various modes, so that a multi-function drive mechanism can be provided.
  • the oil pump can be assisted by the motor.
  • the oil pump can be driven by the input to the output shaft.
  • the oil pump can be driven by the motor by performing a power running operation of the motor. it can.
  • oil pressure can be generated by operating the oil pump even when the vehicle is idle stopped, and when the vehicle is restarted from the vehicle idle stop, the required amount of hydraulic oil can be supplied quickly. Therefore, it is possible to prevent the occurrence of a time lag when starting.
  • the power transmission path has a gear ratio adjustment mechanism and the rotation of the output shaft is transmitted to the motor and the oil pump via the gear ratio adjustment mechanism and the third power interrupt mechanism, the motor and the oil pump Since it is connected to the output shaft via the ratio adjustment mechanism, during regeneration, that is, when the motor and the oil pump are driven by the rotational torque input to the output shaft, the rotation from the output shaft is changed through the transmission ratio adjustment mechanism. Therefore, the rotation speed of the oil pump can be increased and the pump discharge amount can be increased.
  • the power generation efficiency of the motor changes according to the rotational speed of the motor, and the rotational speed of the output shaft gradually decreases when the vehicle is coasting, but the transmission ratio from the output shaft to the motor is adjusted. Since the rotation speed with good power generation efficiency can be maintained by the mechanism, power can be generated with high efficiency by the motor when the vehicle is coasting.
  • the motor can drive the oil pump at a higher speed than that driven by the input shaft.
  • a required amount of hydraulic fluid can be generated in a necessary amount, and the gear ratio adjustment mechanism can be shifted.
  • the intermittent control and the facilities necessary for the intermittent control are not required as compared with the case of using the power intermittent mechanism that is controlled by electrical signals.
  • the power transmission mechanism is configured by including the first rotating member, the second rotating member, and the first endless member spanned between the first rotating member and the second rotating member
  • the third power member If the second power transmission mechanism is configured by including the rotation member, the fourth rotation member, the third rotation member, and the second endless member spanned over the fourth rotation member, the power transmission mechanism is configured by a gear. Compared with the case where the motor, the oil pump, the input shaft, and the output shaft can be set more freely and the overall length of the drive mechanism can be shortened. Therefore, the width of the rotating member can be reduced.
  • the driving mechanism can be made more compact than arranging the one-way clutch separately from the rotating member. It becomes.
  • a vehicle equipped with the drive mechanism of the present invention is an automobile, and a transmission (including a gear ratio adjusting mechanism) according to the drive mechanism of the present invention is a continuously variable transmission.
  • the drive mechanism of the present embodiment is mounted on a drive system of an automobile and is connected to a prime mover (hereinafter also referred to as an engine) 1 as a power source.
  • An input shaft (input shaft according to the present invention) 10 that is input, an output shaft 4 that is connected to the drive wheel 5 and outputs rotational torque to the drive wheel 5, and is connected to the input shaft 10, and at least forward, reverse, and A neutral gear stage can be achieved, and a transmission 100 that shifts the rotation of the input shaft 10 and sends it to the output shaft 4 is provided.
  • the transmission 100 includes a torque converter 2, a transmission mechanism 3 having a variator 32 as a transmission ratio adjusting mechanism, a motor (motor generator) 6 having a power generation function, and oil connected to the motor 6 in a power transmission state.
  • a clutch 83 serving as a three-power intermittent mechanism and a control device (control means) 200 using a computer are provided.
  • “connected to a power transmission state” means that power is transmitted directly or via a power transmission path in one direction or in both directions between one component and another component. For example, when power is transmitted from one component to another component, the power is transmitted between the one component and the other component. It will be connected to.
  • the first power interrupting mechanism 81, the clutch 82 as the second power interrupting mechanism, and the clutch 83 as the third power interrupting mechanism will be further described.
  • the first power interrupting mechanism 81 has a first member and a second member, and is a mechanism capable of interrupting power transmission between the first member and the second member.
  • the clutch 82 as the second power interrupting mechanism has a first member and a second member, and is a mechanism capable of interrupting power transmission between the first member and the second member.
  • the clutch 83 as the third power interrupting mechanism has a first member and a second member, and is a mechanism capable of interrupting power transmission between the first member and the second member.
  • the first power interrupting mechanism 81 is provided in the power transmission path 303 between the input shaft 10 and the output shaft 4, and the input side of the first power interrupting mechanism 81 is directly or indirectly connected to the input shaft 10.
  • the output side of the first power interrupt mechanism 81 is directly or indirectly connected to the output shaft 4.
  • directly connected means connecting by connecting a power transmission path composed of gears, pulleys, etc. between the connected ones.
  • the clutch 82 as the second power interrupting mechanism is provided outside the power transmission path 303 and is disposed in the power transmission path 301 between the motor 6 and the oil pump 7 and the engine 1 (input shaft 10). (Disposed on the power transmission path 301).
  • the clutch 83 as the third power interrupting mechanism is provided outside the power transmission path 303 and is disposed in the power transmission path 302 between the motor 6 and the drive wheel 5 (output shaft 4) (power). Arranged on the transmission path 302).
  • the power transmission path 302 is formed so that the rotational torque from the drive wheels 5 can be transmitted to the motor 6 via the variator 32.
  • the motor 6 is provided outside the power transmission path 303, and the oil pump 7 is provided outside the power transmission path 303.
  • the motor 6 and the oil pump 7 can be driven by the rotational torque input from the engine 1 using the power transmission path 301. If the clutch 83 is connected, the power transmission path 302 is connected. The motor 6 and the oil pump 7 can be driven by the rotational torque (backflow torque) input from the drive wheel 5 using.
  • the oil from the oil pump 7 is supplied to each part of the transmission 100 after being controlled to an appropriate pressure by the hydraulic control circuit 7a.
  • the clutch 82 and the clutch 83 are constituted by hydraulically operated clutches
  • the oil from the oil pump 7 is adjusted to an appropriate pressure by the hydraulic control circuit 7a as shown by a two-dot chain line, and then the clutch 82. And is supplied to the clutch 83.
  • the drive mechanism also includes an input shaft rotation sensor (input shaft rotation detection means) 201 that detects the rotation of the input shaft 10 and an output shaft rotation sensor (output shaft rotation detection means) that detects the rotation of the output shaft 4. ) 202 and a pump rotation sensor (pump rotation detection means) 203 that detects the rotation of the oil pump 7.
  • the detection signals of the input shaft rotation sensor 201, the output shaft rotation sensor 202, and the pump rotation sensor 203 are as follows.
  • the control device 200 controls the operation of the motor 6 and the first power interrupting mechanism 81 based on these detection signals, and the clutch 82 and the clutch 83 are electronically controlled hydraulically operated clutches. In this case, the operation of the clutch 82 and the clutch 83 is controlled.
  • the drive mechanism of the present embodiment includes, for example, a transmission 100 having an input shaft 10, an output shaft 4, a power transmission mechanism 5a, in the order of the output transmission direction from the engine 1, as shown in FIG. And at least a drive wheel 5.
  • the transmission 100 includes a torque converter 2, a forward / reverse switching mechanism 31 having a first power interrupting mechanism 81, a variator (speed ratio adjusting mechanism, continuously variable transmission mechanism).
  • 32 transmission mechanism 3 oil pump 7, hydraulic control circuit 7 a, oil pump 7, double-shaft motor 6 having a power generation function, clutch 82 as a second power interrupting mechanism, clutch as a third power interrupting mechanism 83 and the control device 200, where the clutch 82 and the clutch 83 are both one-way clutches.
  • the oil pump 7 is driven by the engine 1, the drive wheel 5, or the motor 6 (hereinafter, driving the oil pump 7 by the engine 1 is referred to as “engine drive, motor 6”). (It is also called motor drive).
  • a battery (not shown) is connected to the motor 6, and when the motor 6 is powered, the battery power is used. When the motor 6 generates power, the generated power is charged to the battery. Is done.
  • the torque converter 2 includes a torque converter input shaft 21 connected to the output shaft of the engine 1, a pump impeller 23 fixed to the torque converter input shaft 21, an input shaft of the forward / reverse switching mechanism 31, that is, a speed change mechanism input shaft 31a and a turbine shaft. And an output of the engine 1 input via the pump impeller 23 is transmitted to the turbine runner 24 and transmitted to the transmission mechanism 3.
  • the input shaft 10 includes a torque converter input shaft 21, a front cover 22, a pump impeller 23, and a hollow shaft 11 fixed to the pump impeller 23.
  • the torque converter 2 is provided with a lockup clutch 26 that directly connects the front cover 22 and the turbine runner 24.
  • the forward / reverse switching mechanism 31 includes a planetary gear mechanism 31b, a forward clutch 31c that achieves a forward shift stage when engaged, and a reverse brake 31d that achieves a reverse shift stage when engaged,
  • the first power interrupting mechanism 81 is configured from the reverse brake 31d, and the first power interrupting mechanism 81 is released, thereby achieving neutrality that is a power interrupting state.
  • the forward clutch 31c connects the ring gear of the planetary gear mechanism 31b and the sun gear to make the output rotation (sun gear rotation) forward, and the reverse brake 31d fastens the carrier of the planetary gear mechanism 31b to the case side.
  • the output rotation is the reverse rotation.
  • the turbine shaft 25 and the transmission mechanism input shaft 31a are disposed in the power transmission path 303, and the rotational torque (power) input from the engine 1 to the input shaft 10 is converted into the first power interrupting mechanism 81 ( It can be transmitted to the output shaft 4 via the power transmission path 303 via the forward clutch 31c and the reverse brake 31d).
  • the variator 32 has a primary pulley 32b, a secondary pulley 32c, and a belt 32d wound around the pulley 32b and the pulley 32c, and one end side of an input shaft 32a provided to protrude from both sides of the primary pulley 32b is provided. It is connected to the output side of the forward / reverse switching mechanism 31 and adjusts the wrapping diameter (effective pulley radius) of the belt 32d around each of the pulley 32b and the pulley 32c to change the gear ratio.
  • the forward clutch 31c is fastened by being supplied with hydraulic pressure during travel in which a forward travel range such as a drive (D) range is selected by a select bar (not shown).
  • a forward travel range such as a drive (D) range is selected by a select bar (not shown).
  • the reverse brake 31d is supplied with hydraulic pressure and is engaged during reverse travel in which a reverse (R) range (reverse travel range) is selected.
  • R reverse travel range
  • the reverse pulley 31b is connected to the transmission mechanism input shaft 31a.
  • the input shaft 32a rotates in the reverse direction.
  • the forward clutch 31c and the reverse brake 31d are engaged exclusively with each other, and when the forward clutch 31c is engaged, the reverse brake 31d is released and the reverse brake is released. When 31d is engaged, the forward clutch 31c is released.
  • both the forward clutch 31c and the reverse brake 31d are neutral.
  • forward / reverse switching mechanism does not change the gear ratio for both forward and reverse, but instead of this forward / reverse switching mechanism, a sub-transmission mechanism (forward / reverse switching mechanism) having a forward / reverse switching mechanism is provided.
  • a mechanism capable of changing the gear ratio for at least one of them may be used, or a sub-transmission mechanism may be provided in addition to the forward / reverse switching mechanism.
  • the output side of the speed change mechanism 3 is connected to the output shaft 4, and the output shaft 4 is connected to the drive wheels 5 via a power transmission mechanism 5a having a final reduction gear, a differential, a drive shaft, and the like.
  • the hydraulic oil (oil) pumped from the oil pump 7 is supplied to the first power interrupting mechanism 81 and the variator 32 via the hydraulic control circuit 7a.
  • the hydraulic control circuit 7a has a plurality of solenoid valves (not shown), and the hydraulic oil controlled to a predetermined pressure from these solenoid valves according to a command from the control device 200 is supplied to the primary pulley 32b, The secondary pulley 32c, the forward clutch 31c, and the reverse brake 31d are supplied.
  • the effective radius of each pulley is adjusted as described above according to the hydraulic pressure (operating pressure) of the hydraulic oil supplied to the primary pulley 32b and the secondary pulley 32c.
  • the operation of the forward / reverse switching mechanism 31 is controlled by controlling the supply and discharge of the operating pressure to the forward clutch 31c and the reverse brake 31d.
  • a sprocket (rotating member) 91 is attached to the input shaft 10 via a clutch 82 that is a one-way clutch, and the clutch 82 is incorporated on the inner peripheral side of the sprocket 91.
  • One chain 92 is wound around the sprocket 91 and a sprocket (rotating member) 94 mounted on one end side 62 of the motor rotating shaft 61, and the other chain 93 includes the sprocket 91 and the oil pump rotating shaft. It is wound around a sprocket (rotating member) 95 attached to 71.
  • the sprocket 91, the chain 92 and the chain 93, the sprocket 94 and the sprocket 95, the motor rotating shaft 61 and the pump rotating shaft 71 are arranged in the power transmission path 301.
  • the power transmission mechanism between the input shaft 10 and the motor 6 is configured by the sprocket 91, the chain 92, and the sprocket 94, and the input shaft 10 and the pump rotating shaft 71 are configured by the sprocket 91, the chain 93, and the sprocket 95.
  • a power transmission mechanism between the two is configured.
  • the other end 63 of the motor rotating shaft 61 is connected to a rotating shaft 96 of a sprocket 97 via a clutch 83 which is a one-way clutch.
  • the sprocket 97 and a sprocket mounted on the rotating shaft 32a of the primary pulley 32b.
  • a chain (endless member) 98 is looped around 99.
  • the power transmission mechanism including the sprocket 99, the chain 98, and the sprocket 97, the rotary shaft 96, and the motor rotary shaft 61 are disposed in the power transmission path 302.
  • the sprocket 94, the chain 92, the sprocket 91, the chain 93, and the sprocket 95 constitute a power transmission mechanism between the motor 6 and the oil pump 7.
  • the clutch 82 is a one-way clutch as described above, and the power from the input shaft 10 can be transmitted to the motor 6 and the oil pump 7 via the clutch 82 without passing through the power interrupting mechanism 81. , Only the power directed from the input shaft 10 to the motor 6 and the oil pump 7 can be transmitted.
  • the clutch 82 is in a released state (power cutoff state).
  • the clutch 83 is a one-way clutch as described above, and the power from the output shaft 4 (rotating shaft 96) side does not pass through the power interrupting mechanism 81 and passes through the clutch 83 to the motor rotating shaft 61.
  • the power transmission is possible, and only the power from the output shaft 4 toward the motor rotation shaft 61 can be transmitted.
  • the clutch 83 that is a one-way clutch is in an engaged state. It becomes.
  • the clutch 83 which is a one-way clutch is in a released state (power cut-off state).
  • the clutch 83 only needs to be disposed outside the power transmission path 303 and interposed between the motor 6 and the output shaft 4 on the power transmission path 302, as shown by a two-dot chain line in FIG. It may be installed between the sprocket 99 and the variator 32 or on the inner peripheral side of the sprocket 99 or the sprocket 97 in the same manner as the clutch 82.
  • intervening means to be provided between the members, but in the present invention, the space between the members is not limited to the members on the physical arrangement.
  • between members is not limited to a space formed between one member and another member in an actual arrangement.
  • the clutch 83 only needs to be interposed on the power transmission path between the motor 6 and the output shaft 4” means that the clutch 83 is between the motor 6 and the output shaft 4. It is only necessary to be disposed in the power transmission path formed in the above, and it is not necessary to be disposed in the space between the motor 6 and the output shaft 4.
  • the drive mechanism of the present embodiment includes the control device 200, the input shaft rotation sensor 201, the output shaft rotation sensor 202, and the pump rotation sensor that detects the rotation speed (pump rotation speed) of the pump rotation shaft 71. 203, and the control device 200 includes clutch control means 200A, motor control means 200B, and gear ratio control means 200C.
  • the clutch control means 200A, the motor control means 200B, and the gear ratio control means 200C may be configured by separate hardware (control device).
  • the clutch control means 200A controls the supply and discharge of oil to and from the first power interrupting mechanism 81 (forward clutch 31c, reverse brake 31d) via the hydraulic control circuit 7a according to the drive range and the like.
  • the shift state of the switching mechanism 31 is controlled.
  • the clutch control means 200A when coasting with the accelerator off, the clutch control means 200A, if the vehicle speed is equal to or higher than the first predetermined speed, moves the forward clutch 31c and the reverse brake until the vehicle speed drops below a second predetermined speed lower than the first predetermined speed. All of 31d are released, and sailing control is performed to place the transmission 100 in the neutral state.
  • the fuel consumption can be improved by stopping the engine 1, but the control device 200 displays a reverse flow state of torque in which rotational torque is input from the drive wheels 5 to the output shaft 4 during the sailing control.
  • the oil pump 7 is driven using this.
  • the motor 6 generates power.
  • the power generation load by the motor 6 can be used as a regenerative braking force, so that the motor 6 generates power so as to obtain a predetermined braking force (power generation load of the motor 6).
  • the forward clutch 31c may be engaged in the fuel cut state, and the braking force may be applied by the engine brake.
  • the motor control means 200B controls the motor 6 to any state of an electric motor, no load, and a generator, and when operating the motor 6 as an electric motor, the engine rotation speed detected by the input shaft rotation sensor 201. Is less than a predetermined rotational speed, the motor 6 is operated because there is a possibility that the output of the oil pump 7 may be insufficient when the engine is driven.
  • the motor control means 200B may control the operation of the motor 6 based on the pump rotation speed detected by the pump rotation sensor 203.
  • the motor control means 200B operates the motor 6 as an electric motor to drive the oil pump 7 and set the pump rotation speed within the set rotation speed range. Just go in.
  • the sprocket 91 can be rotated at a speed higher than the engine rotation speed (that is, the rotation speed of the input shaft 10).
  • the rotational torque of the motor 6 is transmitted to the oil pump 7 in place of the rotational torque of the engine 1 by the action of the clutch 82 which is a one-way clutch, and the oil pump 7 can be rotated in the set rotational speed range. .
  • the pump rotation shaft 71 and the motor rotation shaft 61 are connected in a power transmission state, there is a correlation between the pump rotation speed and the motor rotation speed, so the rotation speed of the motor rotation shaft 61 (motor rotation speed).
  • the motor 6 may be controlled based on the motor rotation speed detected by the motor rotation sensor instead of the pump rotation speed.
  • the motor control unit 200B operates the motor 6 as an electric motor to drive the oil pump 7 to set the pump rotation speed to the above set rotation. It only has to be within the speed range.
  • the motor control unit 200B operates the motor 6 as a generator when the SOC of the battery is lower than a predetermined value, and drives the motor 6 with the engine 1 to generate electric power on condition that the required engine load can be satisfied during normal traveling. As described above, during coasting, the motor 6 is appropriately driven by drive wheels to generate power.
  • the oil pump 7 is driven by the motor even when the stop idling stop is performed and the oil pump 7 is not driven by the rotational torque from the engine 1 or the drive wheels 5.
  • the required amount of oil and the required pressure can be supplied to the transmission 100 even when the vehicle is stopped idle.
  • the motor 6 is operated by the motor control means 200B even when the oil pump 7 can be driven in the set rotational speed range by the engine drive on the condition that the SOC of the battery is higher than a predetermined value.
  • the engine load may be reduced.
  • the gear ratio control means 200C supplies and discharges the adjusted hydraulic pressure oil to the primary pulley 32b and the secondary pulley 32c via the hydraulic control circuit 7a, and controls the effective radius of the pulley and thus the gear ratio.
  • the oil pump 7 and the motor 6 can be driven by the engine without affecting the operation of the variator 32, the drive wheel 5, and the like.
  • the motor 6 is operated to generate electricity, the kinetic energy can be converted into electric energy with a part of the rotational torque input to the input shaft 10, and the battery is charged and electric power is supplied to the electrical components. Can do.
  • the motor 6 when the engine rotation speed is lower than the set rotation speed range or when the pump rotation speed is lower than the set rotation speed range, the motor 6 is operated in a powering manner. If the required amount cannot be generated, the oil pump 7 can be driven by a motor to generate the required amount of hydraulic oil.
  • the oil pump 7 can supply the operating pressure necessary for the variator 32 and the shift can be performed quickly.
  • Step-down downshift is determined, and step-down is executed.
  • the oil pump 7 is driven by the motor 6 and the step-down is executed.
  • kickdown is a subordinate concept of stepping down, and a downshift that is executed when the accelerator pedal is fully depressed (when the accelerator opening is maximum) is called kickdown.
  • the motor control means 200B operates the motor 6 as an electric motor to operate the oil pump 7 when the engine rotational speed is below the set rotational speed range or when the pump rotational speed is below the set rotational speed range. Since it is driven, the oil pump 7 can be driven by the motor 6 when the vehicle is stopped idle.
  • the input shaft 10 and the output shaft 4 are stopped during the idling stop, and when the oil pump 7 is driven by the motor 6 when the input shaft 10 and the output shaft 4 are stopped as described above, it is a one-way clutch. Since the clutch 82 and the clutch 83, which is a one-way clutch, are respectively released, the motor 6 is powered off from the engine side and the drive wheel side.
  • the oil pump 7 can be driven by the motor 6 without causing the engine 1 to become a load and driving the driving wheel to drive the vehicle.
  • the rotational torque of the drive wheel 5 is transmitted to the motor rotational shaft 61 of the power transmission path 302 to drive the motor 6, and the rotational torque transmitted to the motor rotational shaft 61 is further sprocket 94, chain 92, sprocket. 91, the oil pump 7 is driven by being transmitted to the pump rotating shaft 71 through a power transmission path in which the chain 93 and the sprocket 95 are arranged.
  • the rotational torque is transmitted from the motor rotating shaft 61 to the sprocket 91, but this rotating torque is not transmitted to the input shaft 10 or the engine 1 by the action of the clutch 82 which is a one-way clutch (in other words, the engine 1 is It is maintained in a state where it is dynamically disconnected from the drive wheel 5 and does not hinder coasting).
  • the gear ratio can be controlled by the gear ratio control means 200C so that the motor rotational speed becomes a rotational speed with good power generation efficiency.
  • the power generation efficiency changes according to the motor rotation speed. For example, during coasting, the rotation speed of the output shaft 4 gradually decreases, but if the gear ratio of the variator 32 is shifted to the low side, the motor rotation speed is reduced. Since the speed can be changed to a rotational speed with good power generation efficiency, the motor 6 can generate power with high efficiency.
  • the gear ratio can be controlled according to the detection result of the pump rotational sensor 203 (of course, the motor rotational speed is directly detected).
  • a sensor may be provided).
  • a power transmission mechanism between the oil pump and the output shaft 4 includes a rotating member (a sprocket in the present embodiment) and an endless member (a chain in the present embodiment) spanned around these rotating members. Therefore, the degree of freedom in setting the positional relationship among the motor 6, the oil pump 7, the input shaft 10, and the output shaft 4 is increased as compared with the case where the power transmission mechanism is configured by gears, for example, the overall length of the drive mechanism is shortened. It is also possible.
  • a rotating member such as a sprocket or a chain or an endless member is used for a power transmission mechanism for driving the oil pump 7
  • the thickness of the rotating member is made thinner than when a gear is used. be able to.
  • the required strength of the power transmission mechanism for transmitting the rotational torque to the oil pump 7 is relatively low.
  • the width dimension (thickness) of the gear must be set to a minimum dimension that does not generate noise.
  • a rotating member such as a sprocket does not generate a large noise even if it is thinned. Therefore, when the power transmission mechanism is composed of an endless member or a rotating member, the rotating member is made according to the required strength. It can be made thin.
  • the clutch 82 which is a one-way clutch, is incorporated on the inner peripheral side of the sprocket 91, the drive mechanism can be made more compact than arranging the one-way clutch separately from the sprocket and pulley.
  • FIG. 1A Schematic configuration of a modified example of the drive mechanism of the present embodiment is as shown in FIG. 1A as in the above-described embodiment, and a description thereof will be omitted.
  • the drive mechanism of this modification is different from the first embodiment in the configuration of a power transmission mechanism 301 between the input shaft 10, the motor 6, and the oil pump 7.
  • a sprocket (rotating member) 91A is mounted on the hollow shaft 11 via a clutch 82 as a second power interrupting mechanism, and the clutch 82 is a one-way clutch and is included in the sprocket 91A. It is incorporated on the circumferential side.
  • a chain (endless member) 92A is wound around the sprocket 91A and a sprocket (rotating member) 94A mounted on one end side 62 of the motor rotating shaft 61.
  • a sprocket (rotating member) 95A is further mounted on one end side 62 of the motor rotating shaft 61, and the sprocket (rotating member) mounted on the sprocket 95A and the oil pump rotating shaft 71.
  • a chain (endless member) 93A is wound around 96A.
  • a power transmission mechanism between the motor 6 and the oil pump 7 is constituted by the sprocket 95A, the chain 93A, and the sprocket 96A.
  • the sprocket 91A, the chain 92A, the sprocket 94A, the sprocket 95A, the motor rotating shaft 61, the chain 93A, the sprocket 96A, and the pump rotating shaft 71 are arranged in the power transmission path 301 of this modification.
  • a power transmission mechanism between the input shaft 10 and the motor 6 is configured by the sprocket 91A, the chain 92A, and the sprocket 94A. From the sprocket 91A, the chain 92A, the sprocket 94A, the sprocket 95A, the chain 93A, and the sprocket 96A, A power transmission mechanism between the input shaft 10 and the oil pump 7 is configured.
  • the rotation torque of the motor rotation shaft 61 is input to the pump rotation shaft 71 via the sprocket 95A, the chain 93A and the sprocket 96A. It is designed to be driven.
  • the rotational torque of the drive wheels 5 is a power transmission mechanism having the sprocket 99, the chain 98, and the sprocket 97.
  • the motor 6 is driven by being input to the motor rotating shaft 61 via the clutch 83 which is a one-way clutch, and the rotational torque input to the motor rotating shaft 61 is supplied to the pump rotating shaft via the sprocket 95A, the chain 93A and the sprocket 96A.
  • the oil pump 7 is driven by being inputted to 71.
  • the motor rotating shaft 61 is used. Is transmitted in the order of the sprocket 94A, the chain 92A, and the sprocket 91A.
  • the clutch 82 which is a one-way clutch built in the inner periphery of the sprocket 91A, transmits power from the motor 6 to the input shaft 10. Since the motor is in the released state, the rotational torque from the motor 6 is not output to the engine side.
  • the clutch 82 as the second power interrupting mechanism and the clutch 83 as the third power interrupting mechanism are configured as one-way clutches, but at least one of the clutch 82 and the clutch 83 is an electric signal.
  • the clutch may be configured to be intermittently controlled. Examples of such a clutch include a dog clutch, a single plate type or a multi-plate type hydraulically operated clutch, an electromagnetic clutch, or an actuator other than a hydraulic type or an electromagnetic type. There is an intermittent clutch.
  • the clutch control means 200A determines the traveling state of the vehicle according to the detection result of the input shaft rotation sensor 201 and the detection result of the output shaft rotation sensor 202, and the clutch 82 and the clutch 83 are determined according to the traveling state.
  • the supply / discharge of hydraulic pressure to / from the clutch 82 and the clutch 83 and the clutch 83 are controlled.
  • the clutch control means 200A is in a normal running state when it is detected by the input shaft rotation sensor 201 and the output shaft rotation sensor 203 that the input shaft 10 and the output shaft 4 are rotating at a predetermined rotational speed or more.
  • the power transmission path is determined so that the clutch 82 interposed in the power transmission path 301 is connected so that the engine 1 can drive the motor 6 and the oil pump 7 by the engine 1 and does not interfere with the operation on the drive wheel 5 side.
  • the clutch 83 interposed in 302 is put into a released state.
  • the clutch control means 200 ⁇ / b> A is controlled by the input shaft rotation sensor 201 and the output shaft rotation sensor 203.
  • the power transmission path 301 and the power transmission path 302 are disconnected by releasing the clutch 82 and the clutch 83, and the motor. Since the motor 6 is separated from the engine 1 and the drive wheels 5, the drive wheels 5 are not driven by the motor 6 and the vehicle is prevented from traveling.
  • the clutch control means 200A drives the oil pump 7 with the backflow torque from the drive wheels 5 with the clutch 83 in the connected state when the coasting is performed by the accelerator-off operation and the sailing control is performed.
  • the clutch 82 is disengaged and the power transmission path 301 is disconnected to disconnect the driving wheel 5 and the engine 1 so that the engine 1 does not become a power load.
  • the drive mechanism of the present embodiment is different in configuration of the power transmission path 301A and the power transmission path 302A from the above-described embodiment.
  • a schematic configuration of the drive mechanism of the present embodiment will be described with reference to FIG.
  • a power transmission path 301 ⁇ / b> A is formed between the engine 1 and the oil pump 7, and power is transmitted between the drive theory 5, the motor 6, and the oil pump 7.
  • a path 302A is formed, and a clutch 82A as a second intermittent mechanism is interposed in the power transmission path 301A, and a clutch 83 (a clutch 83A in the modified example) as a third intermittent mechanism is interposed in the power transmission path 302A. It is disguised.
  • the power transmission path 302 ⁇ / b> A is formed so that the rotational torque from the drive wheel 5 is transmitted to the motor 6 and the oil pump 7 via the variator 32.
  • the clutch 82A is disposed outside the power transmission path 303 that transmits the power of the input shaft 10 to the output shaft 4 (not disposed on the power transmission path 303), and the clutch 83 is the power of the input shaft 10. Is disposed outside the power transmission path 303 that transmits the power to the output shaft 4 (not disposed on the power transmission path 303).
  • the clutch 82A as a second power interrupting mechanism has a first member and a second member, and is a mechanism capable of interrupting power between the first member and the second member.
  • a clutch 83 (83A in a modified example to be described later) serving as a third power interrupting mechanism has a first member and a second member, and is a mechanism capable of interrupting power between the first member and the second member. It is.
  • a sprocket (rotating member) 91B is connected to the input shaft 10 via a clutch 82A that is a one-way clutch.
  • the sprocket 91B is connected to the inner ring of the clutch 82A that is a one-way clutch.
  • a sprocket (rotating member) 93B is connected to one end side 72 of the pump rotating shaft 71 protruding on both sides of the oil pump 7, and a chain (endless member) 92B is wound around the sprocket 91B and the sprocket 93B. Yes.
  • a power transmission mechanism including the sprocket 91B, the chain 92B, and the sprocket 93B is disposed in the power transmission path 301A, and the rotational torque from the engine 1 does not pass through the first power interrupting mechanism 81 and through the clutch 82A. Transmission to the oil pump 7 is possible via the power transmission path 301A, and the oil pump 7 can be driven by rotation of the engine 1 (that is, by rotation of the input shaft 10).
  • rotary shaft of the sprocket 97B is connected to the other end side 73 of the pump rotary shaft 71 via a clutch 83 which is a one-way clutch.
  • a sprocket 99B is connected to the rotating shaft 32a of the primary pulley 32b, and a chain (endless member) 98B is wound around the sprocket 97B and the sprocket 99B.
  • the rotational torque flowing back from the drive wheel 5 to the output shaft 4 does not pass through the first power interrupting mechanism 81, and the oil is transmitted via the power transmission mechanism including the sprocket 99B, the chain 98B, and the sprocket 97B and the clutch 83 that is a one-way clutch.
  • the oil pump 7 can be driven by the output shaft 4.
  • the power transmission mechanism between the motor 6 and the oil pump 7 is constituted by the sprocket 61B, the chain 95B, and the sprocket 94B.
  • the rotational torque from the motor 6 can be transmitted to the oil pump 7 to drive the oil pump 7, and the rotational torque input from the engine 1 or the drive wheel 5 to the oil pump 7 can be transmitted to the motor 6 to transmit the motor 6. Power generation is possible.
  • the sprocket 99B, the chain 98B, the sprocket 97B, the other end 73 of the pump rotating shaft 71, the sprocket 94B, the chain 95B, the sprocket 61B, and the motor rotating shaft 61 are arranged in the power transmission path 302A.
  • the clutch 82A may be installed anywhere in the power transmission path between the input shaft 10 and the oil pump 7 or the motor 6.
  • the clutch 82A is located at a position indicated by a two-dot chain line in FIG. It may be arranged.
  • the installation location of the clutch 83 may be anywhere in the power transmission path between the output shaft 4 and the oil pump 7 or the motor 6.
  • the clutch 83 is located at a position indicated by a two-dot chain line in FIG. It may be arranged.
  • the drive mechanism of this modification is different from the second embodiment in the configuration of a power transmission path 302A between the output shaft 4, the motor 6, and the oil pump 7.
  • a sprocket (rotating member) 97C is attached to the other end 73 of the pump rotating shaft 71.
  • a sprocket (rotating member) 96C is mounted on the rotary shaft 32a of the primary pulley 32b via a clutch 83A that is a one-way clutch incorporated on the inner peripheral side of the sprocket 96C, and a chain is attached to the sprocket 96C and the sprocket 97C. (Endless member) 98C is wound around.
  • the rotational torque flowing back from the drive wheel 5 to the output shaft 4 can be transmitted to the oil pump 7 not via the first power interrupting mechanism 81 but via the variator 32 or the clutch 83A. 7 can be driven.
  • a sprocket (rotating member) 61C is mounted on the motor rotating shaft 61.
  • a chain (endless member) 95C is wound around the sprocket 61C and the sprocket 96C that forms a part of the transmission path from the drive wheel 5 to the oil pump 7 described above.
  • the power transmission path between the motor 6 and the oil pump 7 is formed so as to partially overlap the power transmission path between the drive wheel 5 and the oil pump 7.
  • the rotational torque from the motor 6 can be transmitted to the oil pump 7 to drive the oil pump 7, and the rotational torque input from the engine 1 to the oil pump 7 can be transmitted to the motor 6 to drive the motor by driving the engine. 6 can generate electric power, and further, the backflow torque input from the drive wheel 5 to the sprocket 96C can be transmitted to the motor 6 so that the motor 6 can generate electric power using the backflow torque.
  • a power transmission mechanism including a sprocket 96C, a chain 98C, a sprocket 97C, the other end 73 of the pump rotation shaft 71, a chain 95C, a sprocket 61C, and a motor rotation shaft 61 is disposed in the power transmission path 302A.
  • the drive mechanism of the present embodiment is different in configuration of the power transmission path 301B and the power transmission path 302B from those of the above-described embodiments. First, a schematic configuration of the drive mechanism of the present embodiment will be described with reference to FIG. .
  • a power transmission path 301 ⁇ / b> B is formed between the engine 1, the motor 6, and the oil pump 7, and power transmission is performed between the drive theory 5 and the oil pump 7.
  • a path 302B is formed, and a clutch 82 as a second intermittent mechanism is interposed in the power transmission path 301B, and a clutch 83 as a third intermittent mechanism is interposed in the power transmission path 302B.
  • the power transmission path 302B is formed so that the rotational torque from the drive wheel 5 is transmitted to the oil pump 7 via the variator 32.
  • a sprocket (rotating member) 91D is mounted on the input shaft 10 via a one-way clutch (second power interrupting mechanism) 82.
  • the one-way clutch 82 is incorporated on the inner peripheral side of the sprocket 91D.
  • a sprocket (rotating member) 93D is connected to one end side 72 of a pump rotating shaft 71 projecting on both sides of the oil pump 7, and a chain (endless member) 92D is wound around the sprocket 91D and the sprocket 93D.
  • a sprocket (rotating member) 94D is further attached to one end side 72 of the pump rotating shaft 71.
  • a sprocket (rotating member) 61D is mounted on the motor rotating shaft 61, and a chain (endless member) 95D is wound around the sprocket 61D and the sprocket 94D.
  • a power transmission mechanism including the sprocket 91D, the chain 92D, the sprocket 93D, the one end side 72 of the pump rotating shaft 71, the sprocket 94D, the chain 95D, the sprocket 61D, and the motor rotating shaft 61 is disposed in the power transmission path 301B.
  • Rotational torque from the engine 1 can be transmitted to the motor 6 and the oil pump 7 via the power transmission path 301B via the clutch 82, which is a one-way clutch, without passing through the first power interrupting mechanism 81 and the rotation from the motor 6.
  • Torque can be transmitted to the oil pump 7.
  • the motor 6 and the oil pump 7 can be driven by the engine, and the oil pump 7 can be driven by the rotation of the motor 6.
  • the other end 73 of the pump rotary shaft 71 is connected to a rotary shaft 96D of a sprocket 97D, which is a one-way clutch and a clutch 83 as a third power interrupting mechanism, and the sprocket 97D and the primary pulley 32b are rotated.
  • a chain (endless member) 98D is looped around the sprocket 99D attached to the shaft 32a.
  • a power transmission mechanism composed of the sprocket 99D, the chain 98D, the sprocket 97D, and the other end side 73 of the pump rotating shaft 71 is disposed in the power transmission path 302B, and the reverse flow torque from the drive wheel 5 (output shaft 4). Can be transmitted to the oil pump 7 via the power transmission path 302B via the clutch 83 which is a one-way clutch without passing through the first power interrupting mechanism 81, and the oil pump 7 can be driven by the rotation of the output shaft 4. Yes.
  • the clutch 83 only needs to be interposed between the motor 6 and the output shaft 4, and is installed between the sprocket 99D and the variator 32 as shown by a two-dot chain line in FIG. Also good.
  • a power transmission path 301 ⁇ / b> C is formed between the engine 1 and the motor 6, and a power transmission path between the drive theory 5, the motor 6, and the oil pump 7.
  • 302C is formed, and a clutch 82A as a second power interrupting mechanism is interposed in the power transmission path 301C, and a clutch 83 as a third power interrupting mechanism is interposed in the power transmission path 302C.
  • the power transmission path 302 ⁇ / b> C is formed so that the rotational torque from the drive wheel 5 is transmitted to the motor 6 and the oil pump 7 via the variator 32.
  • the clutch 82A is disposed outside the power transmission path 303 that transmits the power of the input shaft 10 to the output shaft 4 (not disposed on the power transmission path 303), and the clutch 83 is the power of the input shaft 10. Is disposed outside the power transmission path 303 that transmits the power to the output shaft 4 (not disposed on the power transmission path 303).
  • a sprocket (rotating member) 91E is mounted on the input shaft 10 via a clutch 82A that is a one-way clutch.
  • a sprocket (rotating member) 93E is attached to one end side 62 of the motor rotating shaft 61 protruding on both sides of the motor 6, and a chain (endless member) 92E is wound around the sprocket 91E and the sprocket 93E.
  • a power transmission mechanism including a sprocket 91E, a chain 92E, a sprocket 93E, and a motor rotating shaft 61 is disposed in the power transmission path 301C, and the rotational torque from the engine 1 is not transmitted through the first power interrupting mechanism 81 and the clutch. Transmission to the motor 6 via the power transmission path 301C via 82A is possible, and the motor 6 can be driven by the engine.
  • a sprocket 63E is mounted on the other end side 63 of the motor rotating shaft 61, and a rotating shaft of the sprocket 94E is connected via a clutch 83 which is a one-way clutch.
  • a sprocket 96E is mounted on the rotary shaft 32a of the primary pulley 32b, and a chain (endless member) 95E is wound around the sprocket 94E and the sprocket 96E.
  • the backflow torque from the drive wheel 5 (that is, the output shaft 4) is transmitted to the motor 6 through the power transmission mechanism and the clutch 83 including the sprocket 96E, the chain 95E, and the sprocket 94E without passing through the first power interrupting mechanism 81.
  • the motor 6 can be driven by the output shaft 4.
  • a sprocket (rotating member) 63E is attached to the other end 63 of the motor rotating shaft 61.
  • a sprocket (rotating member) 71E is attached to the oil pump rotating shaft 71, and a chain (endless member) 97E is wound around the sprocket 63E and the sprocket 71E.
  • the rotational torque from the motor 6 can be transmitted to the oil pump 7 via the power transmission mechanism including the sprocket 63E, the chain (endless member) 97E, and the sprocket 71E, and the oil pump 7 can be driven by the motor.
  • Rotational torque input from the motor 6 to the oil pump 7 can be transmitted to the oil pump 7 to drive the engine, or torque reversely flowing from the drive wheel 5 to the sprocket 63E can also be transmitted to the oil pump 7 to drive the oil pump 7. It is like that.
  • the sprocket 96E, the chain 95E, the sprocket 94E, the sprocket 63E, the motor rotating shaft 61, the chain 97E, the sprocket 71E, and the pump rotating shaft 71 are arranged in the power transmission path 302C.
  • the clutch 83 only needs to be interposed between the motor 6 and the output shaft 4, and is installed between the sprocket 96E and the variator 32 as shown by a two-dot chain line in FIG. Also good.
  • FIG. 6A Schematic configuration of a modified example of the drive mechanism of the present embodiment is as shown in FIG. 6A as in the above-described embodiment, and thus description thereof is omitted.
  • the drive mechanism of the present modification is different from the fourth embodiment in the configuration of the power transmission path 302C between the output shaft 4, the motor 6, and the oil pump 7.
  • a sprocket 71E is attached to the oil pump rotating shaft 71, and a rotating shaft of a sprocket 94F is connected via a clutch 83 which is a one-way clutch.
  • a sprocket 96F is mounted on the rotation shaft 32a of the primary pulley 32b, and a chain (endless member) 95F is wound around the sprocket 94F and the sprocket 96F.
  • the backflow torque from the drive wheel 5 (output shaft 4) is transmitted to the oil pump 7 via the power transmission mechanism and the clutch 83 including the sprocket 96F, the chain 95F, and the sprocket 94F without passing through the first power interrupting mechanism 81.
  • the oil pump 7 can be driven by the rotation of the output shaft 4.
  • a sprocket (rotating member) 63E is attached to the other end 63 of the motor rotating shaft 61.
  • a sprocket (rotating member) 71E is mounted on the oil pump rotating shaft 71, and a chain (endless member) 97E is wound around the sprocket 63E and the sprocket 71E.
  • the sprocket 71E, the chain 97E, and the sprocket A power transmission mechanism between the motor 6 and the oil pump 7 is configured from 63E.
  • the output of the motor 6 or the engine output input from the engine 1 to the motor 6 via the power transmission path 301C can be transmitted to the oil pump 7 to drive the oil pump 7 or drive the engine.
  • the rotational torque input to the oil pump 7 can also be transmitted to the motor 6 to drive the motor 6 with the backflow torque from the drive wheels 5 to generate electric power.
  • the clutch 83 which is a one-way clutch, only needs to be interposed in the power transmission path between the motor 6 and the output shaft 4. As shown by a two-dot chain line in FIG. 7, the clutch 83 is connected to the sprocket 96F variator 32. You may install between.
  • the variator as the gear ratio adjusting mechanism has been described as a belt type continuously variable transmission mechanism.
  • the variator is not limited to the belt type, but other continuously variable transmission mechanisms such as a chain type. May be used.
  • the gear ratio adjusting mechanism is not limited to the continuously variable transmission mechanism, and a stepped transmission mechanism may be used.
  • the first power connection / disconnection mechanism is a stepped transmission.
  • the first power connection / disconnection mechanism may be provided outside the stepped transmission mechanism.
  • the clutch 82 as the second power interrupting mechanism is not limited to the arrangement of the above embodiments as long as it is between the motor 6 or the oil pump 7 and the input shaft 10.
  • the clutch 83 as the third power interrupting mechanism is not limited to the arrangement of the above embodiments as long as it is between the motor 6 or the oil pump 7 and the output shaft 4.
  • the clutch as the second power interrupting mechanism and the clutch as the third power interrupting mechanism are replaced by a one-way clutch and configured by a hydraulically operated clutch.
  • the operation of the clutch may be controlled according to the detection result of the input shaft rotation sensor 201 and the detection result of the output shaft rotation sensor 202.
  • the forward / reverse switching mechanism 31 for achieving the forward / reverse travel is provided between the input shaft 10 and the variator 32, and the forward clutch 31c and the reverse brake 31d of the forward / backward travel switching mechanism 31 are the first.
  • the configuration for functioning as the power interrupting mechanism 81 has been illustrated, when the forward / reverse switching mechanism 31 is disposed between the variator 32 and the output shaft 4, it is within the power transmission path between the input shaft 10 and the variator 32.
  • the hydraulically operated clutch is interposed as the first power interrupting mechanism and the clutch is controlled by the clutch control means 200A, it is possible to obtain the same functions and effects as in the above embodiments.
  • a sub-transmission with a forward / reverse switching function may be used in place of the forward / reverse switching mechanism. If the forward / backward switching mechanism does not involve a change in the gear ratio, a separate sub-transmission is provided. You may do it.
  • the motor rotating shaft 61 and the oil pump rotating shaft 71 are separately provided and connected to each other by a power transmission mechanism. However, the motor rotating shaft 61 and the oil pump rotating shaft 71 are connected to each other by a power transmission mechanism.
  • the pump rotating shaft 71 may be integrated (hereinafter, the shaft in which the motor rotating shaft 61 and the oil pump rotating shaft 71 are integrated is referred to as “integrated shaft”).
  • the power of the input shaft 10 can be transmitted to the integrated shaft through one power transmission mechanism, and the power of the output shaft 4 can be transmitted through one power transmission mechanism. Can be transmitted to the integrated shaft.
  • the power of the input shaft 10 is transmitted to the motor rotating shaft 61 by the power transmission mechanism including the chain 92 and by the power transmission mechanism including the chain 93.
  • the power of the output shaft 4 transmitted to the oil pump rotary shaft 71 is transmitted to the motor rotary shaft 61 and the power transmission mechanism including the chain 98, the power transmission mechanism including the chain 92, and the power transmission mechanism including the chain 93. It is transmitted to the oil pump rotating shaft 71.
  • the power of the output shaft 4 is transmitted to the motor rotating shaft 61 by the power transmission mechanism including the chain 95C and the power transmission including the chain 98C.
  • the power of the input shaft 10 is transmitted to the oil pump rotary shaft 71 by the mechanism, and the motor rotary shaft is driven by the power transmission mechanism including the chain 92B, the power transmission mechanism including the chain 95C, and the power transmission mechanism including the chain 98C. 61 and the oil pump rotating shaft 71.
  • the sprocket 91 attached to the input shaft 10 the sprocket 94 attached to the motor rotating shaft 61, and the sprocket 95 attached to the oil pump rotating shaft 71.
  • the power transmission mechanism attached to each of the motor rotating shaft 61 and the oil pump rotating shaft 71 can be integrated by hanging one chain around the three sprockets.
  • the sprocket 96C attached to the input shaft 32a of the primary pulley 32b, the sprocket 61C attached to the motor rotating shaft 61, and the oil pump rotating shaft 71 can be integrated by hanging one chain around the three sprockets of the sprocket 97C attached to the motor.
  • Integrating the power transmission mechanism in this way can reduce the number of power transmission mechanisms.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un mécanisme d'entraînement comprenant un arbre d'entrée (10) ; un arbre de sortie (4) ; un chemin de transmission de force motrice (303) à travers lequel la force motrice de l'arbre d'entrée (10) est transmise à l'arbre de sortie (4) ; un premier mécanisme d'interruption de force motrice (81) situé sur le chemin de transmission de force motrice (303) ; et un deuxième mécanisme d'interruption de force motrice (82), un troisième mécanisme d'interruption de force motrice (83), un moteur (6), et une pompe à huile (7) qui sont situés à l'extérieur du chemin de transmission de force motrice (303). La force motrice de l'arbre d'entrée (10) peut être transmise à l'arbre de sortie (4) par l'intermédiaire du premier mécanisme d'interruption de force motrice (81) et peut également être transmise au moteur (6) et à la pompe à huile (7) par l'intermédiaire du deuxième mécanisme d'interruption de force motrice (82) ; la force motrice de l'arbre de sortie (4) peut être transmise au moteur (6) et à la pompe à huile (7) par l'intermédiaire du troisième mécanisme d'interruption de force motrice (83) ; et le moteur (6) est apte à générer de l'énergie électrique.
PCT/JP2015/064407 2014-07-08 2015-05-20 Mécanisme d'entraînement WO2016006325A1 (fr)

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CN107499111A (zh) * 2017-08-21 2017-12-22 东风汽车公司 一种具有多种模式的混合动力汽车的传动系统
DE102017110606B4 (de) 2016-05-16 2025-03-13 GM Global Technology Operations LLC Hybridantriebsstrangsystem

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JP6694286B2 (ja) * 2016-02-04 2020-05-13 ジヤトコ株式会社 車両の制御装置、及び車両の制御方法
WO2017203874A1 (fr) * 2016-05-25 2017-11-30 ジヤトコ株式会社 Dispositif de commande et procédé de commande pour véhicule comprenant une transmission à variation continue
JP6673110B2 (ja) * 2016-09-14 2020-03-25 日産自動車株式会社 セーリング制御方法及びセーリング制御装置
KR101893295B1 (ko) 2017-04-06 2018-08-29 장순길 동력 가변 분배 방법
JP2019095034A (ja) * 2017-11-27 2019-06-20 日産自動車株式会社 自動変速機の制御方法および制御装置
WO2019111442A1 (fr) * 2017-12-04 2019-06-13 アイシン・エィ・ダブリュ株式会社 Dispositif d'entraînement pour véhicule

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JP4872880B2 (ja) * 2007-10-05 2012-02-08 トヨタ自動車株式会社 動力出力装置
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JP2000046165A (ja) * 1998-07-30 2000-02-18 Toyota Motor Corp 車両用駆動装置の制御装置
JP2002227978A (ja) * 2001-02-01 2002-08-14 Fuji Heavy Ind Ltd 自動車用自動変速装置
JP2012071752A (ja) * 2010-09-29 2012-04-12 Fuji Heavy Ind Ltd 車両用駆動装置
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DE102017110606B4 (de) 2016-05-16 2025-03-13 GM Global Technology Operations LLC Hybridantriebsstrangsystem
CN107499111A (zh) * 2017-08-21 2017-12-22 东风汽车公司 一种具有多种模式的混合动力汽车的传动系统

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