JP5968113B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle drive device including an internal combustion engine that is a drive source of the vehicle and a starting electric motor that can start the internal combustion engine.

  Conventionally, there is a drive device for a hybrid vehicle including an engine (internal combustion engine) and a motor (electric motor) as drive sources. In such a hybrid vehicle drive device, in order to avoid an increase in the size of a vehicle drive motor (main motor) or to improve the startability of the engine, a start for starting the engine in addition to the main motor described above. Some motors have an integrated starter generator (ISG). In such a hybrid vehicle drive device to which a starter motor is added, the starter motor has the function of starting the engine instead of the main motor. The starter motor has not only a function for starting the engine but also a power generation function for generating electric power by receiving the driving force of the engine after the engine is started.

  In a system provided with a starter motor as described above, as a configuration for transmitting power between the starter motor and the engine, a pair of a shaft between the rotation shaft of the starter motor and the crankshaft of the engine is conventionally used. A configuration in which a pulley and a belt-type transmission mechanism including a transmission belt spanning them are directly connected is employed.

  However, in the configuration in which the rotation shaft of the starter motor and the crankshaft of the engine are connected by the belt-type transmission mechanism as described above, the rotation can be decelerated between the rotation shaft of the electric motor and the crankshaft of the engine. Therefore, a large torque is required for the starting motor. Thereby, downsizing of the starting motor is hindered, which may lead to an increase in size, weight and cost of the apparatus.

  Further, due to the increase in size of the starting motor, a high-capacity transmission belt having a wide width and high tension is required to transmit the engine starting torque. This leads to an increase in the size of parts and an increase in cost. In addition, when a wide transmission belt is used, a space for mounting the belt-type transmission mechanism is increased, leading to an increase in the size of the driving device. Furthermore, since a large-capacity transmission belt has a large amount of friction associated with power transmission, there is a concern that the fuel consumption (fuel consumption rate) of the vehicle may be reduced.

  Further, in the configuration in which the rotation shaft of the starter motor and the crankshaft of the engine are connected by the belt type transmission mechanism as described above, even when the internal combustion engine is stopped, the rotation between the rotation shaft of the starter motor and the crankshaft of the engine is maintained. The power transmission path cannot be disconnected. Therefore, in order to be able to drive the air conditioner even during idle stop, an air conditioner unit equipped with an electric air compressor is installed separately from the starting motor. As a result, a high voltage drive system mounted on the vehicle requires a high voltage drive system used for the main motor for driving the vehicle, a high voltage drive system used for the starter motor, and a high voltage drive system used for the electric compressor. Become. Therefore, three high voltage drive systems are required. Therefore, the number of expensive parts mounted on the vehicle increases, leading to an increase in cost.

  Therefore, in consideration of the above points, in a hybrid vehicle drive device including a starter motor for starting an engine, for example, as shown in Patent Document 1, a rotation shaft of a starter motor, a crankshaft of an engine, A power transmission unit for efficiently transmitting power between the two is provided. The power transmission unit included in the drive device for a hybrid vehicle described in Patent Document 1 includes a planetary gear mechanism, a hydraulic clutch (brake) between a pulley-side shaft connected to a starting engine and an engine crankshaft. ), A release mechanism using a centrifugal force generated by a ball, a spring, and the like, and a one-way clutch.

  However, the power transmission unit described in Patent Document 1 includes a hydraulic clutch installed inside the unit, and a release mechanism including a ball and a spring, so that the configuration and operation are complicated and the number of parts is reduced. Has also increased. For this reason, the control means for controlling the unit is also complicated, which may lead to an increase in size and cost of the drive device. In addition, since the structure is complicated and the number of parts is large, there is a possibility that problems such as a failure may occur due to long-term operation, and there is a concern about durability.

JP-A-2-283960

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle drive device equipped with an electric motor capable of starting an internal combustion engine with a simple configuration with a reduced number of parts and an operation. An object of the present invention is to provide a vehicle drive device including a power transmission unit that has a configuration that can be easily controlled and that can reduce the size and cost of an electric motor.

The vehicle drive device according to the present invention functions as an internal combustion engine (2) that is a drive source of the vehicle, a first electric motor (15) that can start the internal combustion engine (2), and a drive source of the vehicle. Connected to the second motor (3) and the second motor (3) and selectively connected to the engine output shaft (2a) of the internal combustion engine (2) via the first connecting / disconnecting device (C1). A first input shaft (IMS) and a second input shaft (OMS, SS) selectively connected to the engine output shaft (2a) of the internal combustion engine (2) via the second connecting / disconnecting device (C2); Via an output shaft (CS) that outputs power to the drive wheels (7R, 7L) and one or more first synchronous engagement devices (81, 82) arranged on the first input shaft (IMS) A first speed change mechanism (including a plurality of odd speed gears (43, 45, 47) selectively connected to the first input shaft (IMS) ( 1) and a plurality of second input shafts (SS) selectively connected to one or more second synchronous engagement devices (83, 84) disposed on the second input shaft (SS). The second speed change mechanism (G2) including the even speed change gears (42, 44, 46) and the odd speed change gears (43, 45) of the first speed change mechanism (G1) disposed on the output shaft (CS). , 47) and a plurality of output gears (51, 52, 53) meshing with the even-speed gears (42, 44, 46) of the second transmission mechanism (G2), Is connected to the rotating shaft (S3) of the first electric motor (15) and is connected to the internal combustion engine (2) via the first one-way clutch (OWC1) and the second connecting / disconnecting device (C2). ) Of the first rotating element (S) connected to the engine output shaft (2a) and the second connecting / disconnecting device (C2). The second rotating element (C) connected to the engine output shaft (2a) of the internal combustion engine (2) so as to be connected and disconnected, and a fixed member (H) via a second one-way clutch (OWC2). ) Connected to the planetary gear type reduction mechanism (PG), and the first one-way clutch (OWC1) has an internal combustion engine (S) having a rotational speed of the first rotation element (S). When the internal combustion engine (2) is started, a second connecting / disconnecting device (C2) is connected to the first electric motor when the internal combustion engine (2) is started. By rotating and driving (15), the rotation of the first electric motor (15) decelerated by the speed reduction mechanism (PG) is transmitted through the second connecting / disconnecting device (C2) to the engine output shaft (2a) of the internal combustion engine (2). ) Is transmitted to the first electric motor after the internal combustion engine (2) is started. When transmitting to the machine (15), the rotation of the engine output shaft (2a) of the internal combustion engine (2) is transmitted to the rotation shaft (S1) of the first electric motor (15) via the first one-way clutch (OWC1). It is characterized by being configured.

  According to the vehicle drive device of the present invention, in a hybrid vehicle drive device including an internal combustion engine that is a drive source of the vehicle and a second electric motor, the second drive motor for starting the internal combustion engine is provided separately from the second electric motor for driving the vehicle. One electric motor is provided. A power transmission unit including a connecting / disconnecting device, two one-way clutches, and a planetary gear type reduction mechanism is provided between the engine output shaft of the internal combustion engine and the rotation shaft of the first electric motor. In addition, the connecting / disconnecting device of the power transmission unit is configured to be shared with one of the two starting connecting / disconnecting devices provided in the transmission. As described above, when the power transmission unit including the speed reduction mechanism configured as described above is applied to the drive device of the hybrid vehicle including the twin clutch type transmission, the transmission and the power transmission unit share the connection / disconnection device. Thus, the number of parts of the drive device can be reduced, the configuration can be simplified, and the cost can be reduced. In addition, the power transmission path between the first electric motor and the internal combustion engine can be switched by controlling the connection / disconnection device provided in the transmission. Accordingly, switching between the start of the internal combustion engine by the first electric motor and the power generation by the first electric motor by the driving force of the internal combustion engine after the start is automatically performed while avoiding complicated control as compared with the conventional configuration. Can be done.

  Further, in the drive device having the above-described configuration, the combination of power transmission elements such as gears used for starting the internal combustion engine is set to a ratio that (almost) is not used during normal running. Therefore, after the internal combustion engine is started, even when the rotation of the engine output shaft of the internal combustion engine is directly transmitted to the rotation shaft of the first electric motor via the first one-way clutch, During normal running of the vehicle, the vehicle can be driven at a ratio that does not cause the rotational speed of the motor's rotating shaft to be very high with respect to the rotational speed of the engine output shaft of the internal combustion engine. Therefore, it is possible to avoid the first electric motor from constantly rotating at a high speed, and it is possible to prevent the deterioration of rotating parts and the generation of vibration and noise. Therefore, it is possible to improve the durability and merchantability of the drive device.

  In the above drive device, after the internal combustion engine (2) is started, the second electric motor (3) receives the driving force from the drive wheels (7R, 7L) via the first transmission mechanism (G1), When regenerative braking is performed by the second electric motor (3), the second connecting / disconnecting device (C2) is engaged, and the rotational speed of the first rotating element (S) is set to the engine output shaft of the internal combustion engine (2) ( When the first one-way clutch (OWC1) is locked and the first motor (15) forcibly reduces the rotation speed of the internal combustion engine (2) by setting the rotation speed to be lower than the rotation speed of 2a). Good.

According to this configuration, the rotational speed of the internal combustion engine can be forcibly reduced by the first electric motor while performing regenerative braking by the second electric motor. Therefore, when the rotational speed of the internal combustion engine is high, the rotational speed can be reduced by the first electric motor for starting without using the braking force from the drive wheel side of the vehicle. Further, when the rotational speed of the internal combustion engine is reduced by the first electric motor for starting, it is possible to generate power by regeneration.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the present invention, in a vehicle drive device equipped with an electric motor capable of starting an internal combustion engine, the motor can be reduced in size and size with a simple configuration with a reduced number of components and a configuration that allows easy operation control. Cost can be reduced.

It is the schematic which shows the structural example of the vehicle (hybrid vehicle) provided with the drive device concerning 1st Embodiment of this invention. It is the elements on larger scale which show the power transmission unit provided between the motor for starting, and an engine. It is a schematic diagram for demonstrating the arrangement configuration of a power transmission unit. It is a figure for demonstrating the operation | movement at the time of engine starting by a drive device. It is a figure for demonstrating the operation | movement after the engine start by a drive device. It is a figure for demonstrating the operation | movement at the time of the auxiliary machine (air-conditioner unit) drive by a drive device. It is the schematic which shows the structural example of the vehicle (hybrid vehicle) provided with the drive device concerning 2nd Embodiment of this invention. It is the schematic which shows the structural example of the vehicle (hybrid vehicle) provided with the drive device concerning 3rd Embodiment of this invention. It is a skeleton figure which shows the structural example of the drive device concerning 4th Embodiment of this invention. It is a figure which shows the power transmission path | route at the time of engine starting in the drive device of 4th Embodiment. It is a figure which shows the power transmission path | route at the time of generating electric power with a starting motor at the time of low speed driving | running | working after an engine start. It is a figure which shows the power transmission path | route at the time of forcedly reducing the rotation speed of an engine with a starting motor during deceleration regeneration. It is a figure which shows the power transmission path | route at the time of driving the compressor for an air conditioner with a starting motor during an idle stop. It is a figure for demonstrating the example of arrangement structure of the motor for a start, and a power transmission unit.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[First Embodiment]
FIG. 1 is a schematic diagram illustrating a configuration example of a vehicle including a drive device according to the first embodiment of the present invention. As shown in FIG. 1, the drive device 1 of this embodiment is connected to an engine (internal combustion engine) 2 as a drive source and a crankshaft 2a of the engine 2 via a first clutch (first connecting / disconnecting means) CL1. In addition to the main motor 3, a starting motor (ISG: first) for starting the engine 2 is provided, which is a driving device for a hybrid vehicle including the vehicle driving main motor (second electric motor) 3. An electric motor) 15 is provided. In addition, the vehicle transfers power between the PDU (Power Drive Unit) 21 for driving the main motor 3, the PDU 22 for driving the starter motor 15, and the main motor 3 and the starter motor 15. A possible high voltage battery (capacitor) 30 is provided. The high voltage battery 30 is connected to the main motor 3 via the PDU 21 and is connected to the starting motor 15 via the PDU 22. Further, a low voltage (12 V) battery 25 is connected to the PDUs 21 and 22 and the high voltage battery 30 via a transformer (DC-DC converter) 23. The electric power of the low-voltage battery 25 is supplied to a low-voltage load (for example, car audio or lighting) mounted on the vehicle. The PDU 21, PDU 22, transformer 23, and the like constitute a PCU (Power Control Unit) 20 for driving the main motor 3 and the starter motor 15.

  Further, the drive device 1 includes a transmission (transmission) 4 connected to the main motor 3 via the third clutch CL3, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels 7R and 7L. With. The rotational driving force of the engine 2 and the main motor 3 is transmitted to the left and right drive wheels 7R, 7L via the transmission 4, the differential mechanism 5, and the drive shafts 6R, 6L. In addition, although illustration is abbreviate | omitted, said 3rd clutch CL3 is good also as a structure which serves as 2nd clutch CL2 (refer 4th Embodiment mentioned later). Moreover, it is also possible to install a torque converter instead of the third clutch CL3.

  The vehicle is also provided with an air conditioner compressor 29 for driving an air conditioner unit (not shown), which is an in-vehicle auxiliary device. The rotation shaft S4 of the air conditioner compressor 29 is connected to the rotation shaft S1 of the starter motor 15 via a belt-type transmission mechanism U2, which will be described later, so that the rotation of the starter motor 15 is transmitted.

  Further, the vehicle is an electronic control unit (ECU) for controlling the engine 2, the main motor 3, the starting motor 15, the PCU 20, the transmission 4, the differential mechanism 5, the high voltage battery 30, the low voltage battery 25, and the like. 10 is provided. The electronic control unit 10 performs various controls related to the starting motor 15 such as starting the engine 2 by the starting motor 15, generating electricity by the starting motor 15 after starting the engine 2, and driving the air conditioner compressor 29 by the starting motor 15. . Further, the electronic control unit 10 performs control so that the motor alone travels (EV travel) using only the main motor 3 as a drive source according to various operating conditions, or the engine alone uses only the engine 2 as a drive source. Control is performed so that the vehicle travels, or the vehicle 2 is controlled so as to perform cooperative traveling (HEV traveling) using both the engine 2 and the main motor 3 as drive sources. In FIG. 1 and other drawings, the signal line connected to the electronic control unit 10 is not shown, but actually, the electronic control unit 10 is connected to each element such as the main motor 3 and the starting motor 15. Commands and data can be exchanged between the two.

  The engine 2 is an internal combustion engine that generates a driving force for running a vehicle by mixing fuel with air and burning it. The main motor 3 generates a driving force for running the vehicle using the electric energy of the high voltage battery 30 when the engine 2 and the main motor 3 cooperate with each other or when the main motor 3 alone runs. In addition to functioning as a motor, the vehicle functions as a generator that generates electric power by regeneration of the main motor 3 when the vehicle is decelerated. During regeneration of the main motor 3, the high voltage battery 30 is charged with electric power (regenerative energy) generated by the main motor 3.

  Between the starter motor 15 and the engine 2, a power transmission unit U 1 having a planetary gear speed reduction mechanism PG, a belt type transmission having first to third pulleys P 1 to P 3 and a transmission belt B. A mechanism U2 is provided. FIG. 2 is a partially enlarged view showing the power transmission unit U1 and the belt-type transmission mechanism U2. The speed reduction mechanism PG of the power transmission unit U1 is connected to the rotation shaft S1 of the starter motor 15 via the power transmission unit U1 and is connected to the crankshaft 2a of the engine 2 via the first one-way clutch OWC1. (First rotating element) S, a carrier (planetary carrier: second rotating element) C connected to the crankshaft 2a of the engine 2 via a second clutch CL2 so as to be connectable / disconnectable, and a second one-way clutch The ring gear (third rotating element) R is connected to the housing (fixed side member) H of the drive device 1 via the OWC 2.

  In the first one-way clutch OWC1, when the rotation speed of the rotation shaft S3 by the normal rotation drive of the starter motor 15 or the rotation speed of the sun gear S in the normal rotation direction is higher than the rotation speed of the crankshaft 2a of the engine 2 To be released. On the other hand, the rotation shaft S3 or the sun gear S is configured to lock when the rotation speed in the forward rotation direction is lower than the rotation speed of the crankshaft 2a. Further, the second one-way clutch OWC2 is locked when the ring gear R of the speed reduction mechanism PG rotates in one direction (reverse rotation direction) by forward rotation of the starter motor 15. On the other hand, the rotation of the crankshaft 2a of the engine 2 with the second clutch CL2 engaged is released when the ring gear R of the speed reduction mechanism PG rotates in the other direction (forward rotation direction). It is configured.

  The belt-type transmission mechanism U2 includes a first pulley P1 provided on the rotation shaft S3 connected to the sun gear S of the speed reduction mechanism PG, a second pulley P2 provided on the rotation shaft S1 of the starting motor 15, and an air conditioner. A third pulley P3 provided on the rotation shaft S4 of the compressor 29 and a transmission belt B laid over the first to third pulleys P1, P2, P3 are configured.

  FIG. 3 is a schematic diagram for explaining the arrangement configuration of the power transmission unit U1. As shown in the figure, the speed reduction mechanism PG of the power transmission unit U1 can be disposed (accommodated) on the inner diameter side of the first pulley P1 installed on the rotation shaft S3. Thereby, the power transmission unit U1 can be efficiently arranged using the space on the inner diameter side of the first pulley P1. Therefore, the drive device 1 can be downsized.

FIG. 4 is a diagram for explaining an operation at the time of starting the engine 2 by the drive device 1 having the above-described configuration. 4 and FIGS. 5 and 6 to be described later, (a) is a diagram showing a power transmission path in the power transmission unit U1, (b) is a collinear diagram showing a speed ratio of each element of the speed reduction mechanism PG, (c) ) Is a list showing engagement states of the first and second clutches CL1 and CL2 and the first and second one-way clutches OWC1 and OWC2. As shown in FIG. 4, when the engine 2 is started by the starter motor 15, the second clutch CL2 is engaged. In this state, the starter motor 15 is driven forward. The first one-way clutch OWC1 is released (Free) and the second one-way clutch OWC2 is locked by the rotation of the rotation shaft S3 in the forward direction by the forward rotation of the starter motor 15. Therefore, the rotation of the starting motor 15 is transmitted to the crankshaft 2a of the engine 2 via the sun gear S and the carrier C of the speed reduction mechanism PG and the second clutch CL2. In the rotation transmission by this route, as shown in FIG. 4B, the ring gear R of the speed reduction mechanism PG is fixed, so that the rotation decelerated with respect to the rotation speed of the starting motor 15 is output from the carrier C. Is done. The relationship between the torque of the starting motor 15 and the torque transmitted to the crankshaft 2a at this time is as follows:
Starting motor torque = 1 / (1 + λ) × Crankshaft torque. Thereby, the engine 2 can be started by driving the crankshaft 2a of the engine 2 at a reduced speed by the rotation of the starting motor 15. When the engine 2 is started, the first clutch CL1 (see FIG. 1) provided between the engine 2 and the main motor 3 is released.

  FIG. 5 is a diagram for explaining an operation after the engine 2 is started by the drive device 1. After the engine 2 is started, the driving force of the engine 2 is transmitted to the starting motor 15 while the vehicle is driven using only the engine 2 or the vehicle is driven using the engine 2 and the main motor 3. Can generate electricity. In this case, the second clutch CL2 is engaged with the crankshaft 2a rotating with the driving force of the engine 2. Accordingly, the first one-way clutch OWC1 is locked by the rotation of the crankshaft 2a, and the second one-way clutch OWC2 is released. Therefore, the rotation of the crankshaft 2a is directly transmitted to the rotation shaft S3 via the first one-way clutch OWC1, and is transmitted from the rotation shaft S3 to the starter motor 15 via the belt-type transmission mechanism U2. That is, when the first one-way clutch OWC1 is locked, the crankshaft 2a of the engine 2 and the rotation shaft S1 of the starter motor 15 are directly connected. Thereby, it is possible to generate electric power by driving the starting motor 15 with the driving force of the engine 2. The electric power generated by the starter motor 15 is stored in the high voltage battery 30 via the PDU 22. In this state, since the second clutch CL2 is engaged and the first one-way clutch OWC1 is locked, as shown in the collinear diagram of FIG. S, carrier C, ring gear R) rotate together.

  Further, in the driving device 1, the rotational speed of the engine 2 can be forcibly reduced by the starter motor 15 during the deceleration regeneration by the main motor 3. In this case, the power transmission path, the speed ratio of each element of the speed reduction mechanism PG, and the engagement states of the first and second one-way clutches OWC1, OWC2, etc. are the same as those shown in FIGS. . That is, when the rotational speed of the engine 2 is forcibly decreased during the deceleration regeneration, the crankshaft 2a is rotated by the driving force of the engine 2 as in the case of generating power with the starter motor 15 shown in FIG. In this state, the second clutch CL2 is engaged, and the rotation speed of the rotation shaft S3 to which the rotation of the starter motor 15 is transmitted is set to be lower than the rotation speed of the crankshaft 2a of the engine 2. As a result, the first one-way clutch OWC1 is locked and the second one-way clutch OWC2 is released. Therefore, the rotation of the crankshaft 2a is decelerated by the torque on the rotating shaft S3 side (starting motor 15 side). Therefore, the rotation speed of the engine 2 can be forcibly reduced by the starting motor 15.

  FIG. 6 is a diagram for explaining an operation when driving the air conditioner compressor 29 while the engine 2 is stopped. In the drive device 1, the air conditioning compressor 29 can be driven by the starter motor 15 while the engine 2 is stopped (during idle stop). In this case, the second clutch CL2 is released. In this state, the starting motor 15 is driven forward. The first one-way clutch OWC1 is released and the second one-way clutch OWC2 is locked by the rotation of the rotation shaft S3 in the forward direction by the forward rotation of the starting motor 15. Since the first one-way clutch OWC1 is disengaged and the second clutch CL2 is not engaged, the rotation of the starter motor 15 is not transmitted to the crankshaft 2a side of the engine 2 (see FIG. 6B). Accordingly, the rotation of the starting motor 15 is transmitted only to the air conditioner compressor 29 via the first pulley P1 and the third pulley P3 of the belt type transmission mechanism U2 and the transmission belt B. Thus, the air conditioning compressor 29 can be driven by the starter motor 15.

  As described above, in the drive device 1 of the present embodiment, the planetary gear speed reduction mechanism PG and the second clutch CL2 are provided between the crankshaft 2a of the engine 2 and the starter motor 15, and the engine 2 is started. In some cases, the rotation of the starter motor 15 decelerated by the speed reduction mechanism PG is transmitted to the crankshaft 2a of the engine 2, so that the engine 2 can be started by decelerating the starter motor 15. . Therefore, the torque required for the starter motor 15 can be kept small by the reduction ratio of the speed reduction mechanism PG. As a result, a small motor with low torque can be used as the starting motor 15, and weight reduction and cost reduction can be achieved by downsizing the starting motor 15. In addition, since the starter motor 15 can be reduced in size and torque as described above, the electric capacities of the PCU 20 and the PDU 22 that drive the starter motor 15 and the devices associated therewith can be kept small. The motor 15 and the drive device 1 as a whole can be reduced in size and cost.

  On the other hand, between the crankshaft 2a of the engine 2 and the starting motor 15, there is a first structure that is released when the rotational speed of the rotary shaft S3 or the sun gear S is higher than the rotational speed of the crankshaft 2a of the engine 2. When the one-way clutch OWC1 is provided, when the driving force of the engine 2 is transmitted to the starter motor 15 after the engine 2 is started, the first one-way clutch OWC1 is engaged to start the engine 2 with the crankshaft 2a. The rotary shaft S3 of the motor 15 can be directly connected. Thereby, since rotation is transmitted without going through the speed reduction mechanism PG, even when the crankshaft 2a of the engine 2 is rotating at high speed, the rotating shaft S3 of the starter motor 15 does not have to be rotated at high speed. Therefore, the drag of the starter motor 15 and the accompanying loss can be kept low.

  Further, according to the drive device 1 described above, the configuration for switching the power transmission path between the crankshaft 2a of the engine 2 and the starter motor 15 includes first and second operations that require no external operation and control. Since the one-way clutches OWC1 and OWC2 are provided, the engine 2 is started by decelerating driving of the starter motor 15, and direct power generation after the engine 2 is started (the crankshaft 2a of the engine 2 and the rotation shaft S1 of the starter motor 15). Can be automatically switched to the power generation by the starting motor 15 in a directly connected state. Therefore, a complicated control mechanism for switching is not necessary. Thereby, size reduction, weight reduction, and cost reduction of the drive device 1 and the vehicle can be achieved.

  Further, by providing the belt-type transmission mechanism U2 including the first and second pulleys P1 and P2 and the transmission belt B between the speed reduction mechanism PG and the starting motor 15, the starting motor 15 and the transmission mechanism are provided. The assembling property of U2 can be improved. In other words, the belt-type transmission mechanism U2 has a relatively simple configuration in which the transmission belt B is bridged between the pulleys P1 and P2, and is installed at a position where it can be easily accessed from the outside in the driving device 1. Therefore, it is possible to ensure good workability in assembling.

  Further, by providing the speed reduction mechanism PG including the first and second one-way clutches OWC1 and OWC2, the starter motor 15 can be reduced in size and torque as described above. Therefore, the belt transmission torque of the belt-type transmission mechanism U2 provided between the starting motor 15 and the speed reduction mechanism PG can be small. Therefore, the capacity and width of the transmission belt B can be reduced, and the configuration of the belt-type transmission mechanism U2 can be simplified and the durability can be improved. Further, since the friction during the operation of the transmission belt B is reduced, it is possible to contribute to an improvement in fuel consumption (fuel consumption rate) of the vehicle.

  Further, in the present embodiment, an air conditioner compressor 29 for driving an air conditioner unit that is an in-vehicle auxiliary machine is provided, and the rotation axis S4 of the air conditioner compressor 29 is directly with respect to the rotation axis S1 of the starter motor 15. It is connected to the. As a result, the air conditioner compressor 29 can be driven by the starting motor 15 for starting the engine 2, so that the air conditioner unit can be installed while the engine 2 is stopped, including during idling stop, without separately providing an electric air conditioner compressor. It becomes possible to drive. Therefore, the high voltage drive system necessary for driving the air conditioner unit can be omitted, and the cost can be reduced. That is, since the high voltage drive system required for the vehicle is only two systems of the high voltage drive system for the main motor 3 and the high voltage drive system for the starter motor 15, the vehicle configuration can be simplified and the cost can be reduced. It becomes possible to plan.

  In the configuration example shown in FIGS. 1 and 2, the second clutch CL2 provided between the crankshaft 2a of the engine 2 and the carrier C of the speed reduction mechanism PG connects the crankshaft 2a and the first one-way clutch OWC1. Although the case where the second clutch CL2 is disposed between the crankshaft 2a and the carrier C is shown in addition to this, the second clutch CL2 is arranged between the crankshaft 2a and the first one-way clutch OWC1. It is also possible to provide it on a straight line connecting.

[Second Embodiment]
Next, a vehicle drive device according to a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. Further, matters other than those described below and matters other than those illustrated are the same as those in the first embodiment.

  FIG. 7 is a schematic diagram illustrating a configuration example of a vehicle including the drive device according to the second embodiment of the present invention. The drive device 1-2 of this embodiment omits the main motor (second electric motor) 3 for driving the vehicle, as compared with the drive device 1 of the first embodiment. Therefore, the vehicle of this embodiment is a vehicle provided only with the engine 2 as a drive source. In addition, with the omission of the main motor 3, the PDU 21 for driving the main motor 3 and the third clutch CL3 provided between the main motor 3 and the transmission 4 are also omitted. In the present embodiment as well, a torque converter can be installed instead of the first clutch CL1 installed between the engine 2 and the transmission 4.

[Third Embodiment]
Next, a vehicle drive device according to a third embodiment of the present invention will be described. FIG. 8 is a schematic diagram illustrating a configuration example of a vehicle (hybrid vehicle) including the drive device 1-3 according to the third embodiment of the present invention. The drive apparatus 1-3 of this embodiment differs in the structure which connects the power transmission unit U1 with respect to the crankshaft 2a of the engine 2 compared with the drive apparatus 1 of 1st Embodiment. That is, in the drive device 1 of the first embodiment, the power transmission unit U1 is connected to the crankshaft 2a that extends on the opposite side of the engine 2 from the main motor 3, whereas the drive device of the present embodiment. In 1-3, the power transmission unit U1 is connected to the crankshaft 2a extending on the same side as the main motor 3 in the engine 2. Specifically, the crankshaft 2a extending from the engine 2 to the main motor 3 side is connected to the rotation shaft of the main motor 3 via the first clutch CL1. A flywheel (inertial mass body) W is installed on the crankshaft 2a in front of the first clutch CL1. A tooth surface (not shown) is formed on the outer periphery of the flywheel W, and the flywheel W functions as a large-diameter gear. The gear 69 having a tooth surface meshing with the flywheel W functioning as the gear is installed on the rotation shaft S5 connected to the first one-way clutch OWC1 of the power transmission unit U1 and the carrier C of the speed reduction mechanism PG. Thereby, the rotation of the crankshaft 2a is transmitted to the rotation shaft S5 of the power transmission unit U1 via the flywheel W and the gear 69.

  Further, in the drive device 1-3 of the present embodiment, the belt-type transmission mechanism U2 installed between the power transmission unit U1 provided in the drive device 1 of the first embodiment, the starter motor 15 and the air conditioner compressor 29 is provided. Omitted. That is, the rotation shaft S3 connected to the first one-way clutch OWC1 of the power transmission unit U1 and the sun gear S of the speed reduction mechanism PG and the rotation shaft S1 of the starter motor 15 are directly connected, and the rotation shaft S1 of the starter motor 15 The rotary shaft S4 of the air conditioner compressor 29 is directly connected.

  In the driving device 1 of the first embodiment, the second clutch CL2 is provided on a member branched from the same axis as the first one-way clutch OWC1 toward the carrier C, whereas the driving device of the present embodiment In 1-3, the second clutch CL2 is provided on the rotation shaft S5 arranged coaxially with the first one-way clutch OWC1. As a result, the second clutch CL2 of the present embodiment switches connection / disconnection between the crankshaft 2a of the engine 2 and the carrier C of the speed reduction mechanism PG, and between the crankshaft 2a of the engine 2 and the first one-way clutch OWC1. It is provided at a position for switching between connection and disconnection.

[Fourth Embodiment]
Next, a vehicle drive device according to a fourth embodiment of the present invention will be described. FIG. 9 is a skeleton diagram showing a driving device 1-4 according to the fourth embodiment of the present invention. The drive device 1-4 according to the present embodiment is a more specific example of the configuration of the drive device 1 according to the first embodiment. The drive device 1-4 includes a twin clutch type transmission 4. The transmission 4 is a parallel shaft transmission of 7 forward speeds and 1 reverse speed, and is a dry twin clutch transmission (DCT: dual clutch transmission).

  The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the crankshaft 2a of the engine 2 and the main motor 3, and an outer main shaft (second input) forming an outer cylinder of the first input shaft IMS. Axis) OMS, secondary shaft (second input shaft) SS, idle shaft IDS, reverse shaft RVS parallel to first input shaft IMS, and counter shaft CS parallel to these shafts and forming an output shaft are provided. .

  Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS via the idle shaft IDS, and the counter shaft CS is further always engaged with the differential mechanism 5 (see FIG. 1). Be placed.

  The transmission 4 includes a first clutch (first connecting / disconnecting device) CL1 for odd-numbered stages and a second clutch (second connecting / disconnecting device) C2 for even-numbered stages as starting clutches. The first clutch C1 is coupled to the first input shaft IMS. The second clutch C2 is coupled to the outer main shaft OMS (a part of the second input shaft) and is connected to the reverse shaft RVS and the secondary shaft SS (first shaft) from the gear 48 fixed on the outer main shaft OMS via the idle shaft IDS. 2 part of the input shaft).

  A sun gear 71 of the planetary gear mechanism 70 is fixedly disposed at a predetermined position from the main motor 3 of the first input shaft IMS. Further, on the outer periphery of the first input shaft IMS, a carrier 73 of the planetary gear mechanism 70, a third speed drive gear 43, a seventh speed drive gear 47, and a fifth speed drive gear 45 are arranged in this order from the left side in FIG. . The third speed drive gear 43, the seventh speed drive gear 47, and the fifth speed drive gear 45 are rotatable relative to the first input shaft IMS, and the third speed drive gear 43 is connected to the carrier 73 of the planetary gear mechanism 70. It is also used as a first-speed drive gear. Further, on the first input shaft IMS, a 3-7 speed synchromesh mechanism (selector mechanism) 81 is provided between the 3rd speed drive gear 43 and the 7th speed drive gear 47 so as to be slidable in the axial direction, and Corresponding to the 5-speed drive gear 45, a 5-speed synchromesh mechanism (selector mechanism) 82 is provided to be slidable in the axial direction. The synchromesh mechanism (selector mechanism) corresponding to the desired gear stage is slid to put the gear stage into synchronism, whereby the gear stage is connected to the first input shaft IMS. These gears and synchromesh mechanisms provided in association with the first input shaft IMS constitute a first transmission mechanism G1 for performing an odd-numbered shift. Each drive gear of the first transmission mechanism G1 meshes with a corresponding driven gear provided on the countershaft CS, and rotationally drives the countershaft CS.

  On the outer periphery of the secondary shaft SS (second input shaft), a second speed drive gear 42, a sixth speed drive gear 46, and a fourth speed drive gear 44 are disposed so as to be relatively rotatable in order from the left side in FIG. The Further, on the secondary shaft SS, a 2-6 speed synchromesh mechanism 83 is provided between the 2nd speed drive gear 42 and the 6th speed drive gear 46 so as to be slidable in the axial direction. Correspondingly, a 4-speed synchromesh mechanism (selector mechanism) 84 is provided to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS (second input shaft) by sliding the synchromesh mechanism (selector mechanism) corresponding to the desired gear stage and inserting the gear stage. These gears and synchromesh mechanisms provided in association with the secondary shaft SS (second input shaft) constitute a second transmission mechanism G2 for performing even-numbered gear shifting. Each drive gear of the second speed change mechanism G2 also meshes with a corresponding driven gear provided on the counter shaft CS, and rotationally drives the counter shaft CS. The gear 49 fixed to the secondary shaft SS is coupled to the gear 57 on the idle shaft IDS, and is coupled from the idle shaft IDS to the second clutch C2 via the outer main shaft OMS.

  A reverse drive gear 58 is disposed on the outer periphery of the reverse shaft RVS so as to be relatively rotatable. On the reverse shaft RVS, a reverse synchromesh mechanism 85 corresponding to the reverse drive gear 58 is slidable in the axial direction, and a gear 50 that engages with the idle shaft IDS is fixed. When traveling in reverse, the synchromesh mechanism 85 is synchronized and the second clutch C2 is engaged to transmit the rotation of the second clutch C2 to the reverse shaft RVS via the outer main shaft OMS and the idle shaft IDS. Then, the reverse drive gear 58 is rotated. The reverse drive gear 58 meshes with the gear 56 on the first input shaft IMS, and when the reverse drive gear 58 rotates, the first input shaft IMS rotates in the direction opposite to that during forward movement. The reverse rotation of the first input shaft IMS is transmitted to the countershaft CS via a gear (third speed drive gear) 43 connected to the planetary gear mechanism 70.

  On the countershaft CS, in order from the left side in FIG. 9, the 2-3 speed driven gear 51, the 6-7 speed driven gear 52, the 4-5 speed driven gear 53, the parking gear 54, and the final drive gear are arranged. 55 is fixedly arranged. The final drive gear 55 meshes with a differential ring gear (not shown) of the differential mechanism 5, whereby the rotation of the counter shaft CS is transmitted to the input shaft (vehicle propulsion shaft) of the differential mechanism 5. The ring gear 75 of the planetary gear mechanism 70 is provided with a brake 41 for stopping the rotation of the ring gear 75.

  In the transmission 4 configured as described above, when the synchromesh sleeve of the 2-6 speed synchromesh mechanism 83 is slid leftward, the 2nd speed drive gear 42 is coupled to the secondary shaft SS, and when slid rightward, the 6th speed drive gear 46 is connected. Is coupled to the secondary shaft SS. When the synchromesh sleeve of the 4-speed synchromesh mechanism 84 is slid rightward, the 4-speed drive gear 44 is coupled to the secondary shaft SS. By engaging the second clutch C2 with the even-numbered drive gear stage selected in this way, the transmission 4 is set to an even-numbered gear stage (second speed, fourth speed, or sixth speed).

  When the synchromesh sleeve of the 3-7 speed synchromesh mechanism 81 is slid to the left, the 3rd speed drive gear 43 is coupled to the first input shaft IMS to select the 3rd speed, and when it is slid to the right, the 7th speed The drive gear 47 is coupled to the first input shaft IMS to select the seventh speed. When the synchromesh sleeve of the 5-speed synchromesh mechanism 82 is slid rightward, the 5-speed drive gear 45 is coupled to the first input shaft IMS, and the 5-speed gear stage is selected. In a state (neutral state) in which none of the gears 43, 47, 45 is selected by the synchromesh mechanisms 81, 82, the rotation of the planetary gear mechanism 70 is transmitted to the countershaft CS via the gear 43 connected to the carrier 73, The first gear is selected. By engaging the first clutch C1 with the odd number of drive gears selected in this way, the transmission 4 is set to an odd number of gears (first speed, third speed, fifth speed, or seventh speed). The

  Determination of the shift speed to be realized by the transmission 4 and control for realizing the shift speed (selection of the shift speed in the first transmission mechanism G1 and the second transmission mechanism G2 (synchronization switching control), and the first clutch C1 And the control of engagement and disengagement of the second clutch C2, etc.) are performed by the electronic control unit 10 in accordance with the driving situation, as is well known.

  The drive device 1-4 according to the present embodiment includes a starter motor 15 that starts the engine 2 and a power transmission unit U1 installed between the starter motor 15 and the crankshaft 2a of the engine 2. ing. The configuration of the power transmission unit U1 is the same as that of the first embodiment except that the arrangement of the second clutch C2 is different. In the present embodiment, the gear 61 provided on the rotation shaft S5 connected to the first one-way clutch OWC1 of the power transmission unit U1 and the carrier C of the speed reduction mechanism PG meshes with the gear 50 provided on the reverse shaft RVS of the transmission 4. doing. Thereby, the rotation transmission via the gear 50 and the gear 61 is performed between the reverse shaft RVS of the transmission 4 and the rotation shaft S5 of the power transmission unit U1. The gear 61 provided on the rotation shaft S4 of the air conditioner compressor 29 meshes with the gear 61 provided on the rotation shaft S5 of the power transmission unit U1.

  Further, in the drive device 1-4 of the present embodiment, the second clutch CL2 that is a component of the power transmission unit U1 is the second clutch C2 for even stages provided on the outer main shaft OMS of the transmission 4. . That is, in this embodiment, the second clutch CL2 as a component of the power transmission unit U1 and the second clutch C2 as a component of the twin clutch transmission 4 are shared (shared). .

  FIG. 10 is a diagram showing a power transmission path when the engine 2 is started in the drive device 1-4. In the drive device 1-4 of the present embodiment, the engine 2 can be started by the starter motor 15 when the vehicle travels (EV travel) via the odd-numbered stages of the transmission 4 driven by the main motor 3. it can. In this case, for example, in order to drive the vehicle through the third speed of the transmission 4, the first clutch C1 is released, and the 3-7 speed synchromesh mechanism 81 of the first transmission mechanism G1 is moved to the third speed drive gear. Engage with the 43 side. The second speed change mechanism G2 is neutral. In this state, power is supplied from the high voltage battery 30 to the main motor 3 to drive the main motor 3. The driving force of the main motor 3 is as shown by a thick dotted line in FIG. 10. The sun gear 71 and the carrier 73 of the planetary gear mechanism 70, the third speed driving gear 43, the 2-3 speed driven gear 51, the counter shaft CS, the final driving gear. 55 is transmitted to driving wheels (see FIG. 1) 7R and 7L of the vehicle.

  In order to start the engine 2 during traveling by such a main motor 3, the second clutch C2 is engaged. In this state, the starter motor 15 is driven forward. In the power transmission unit U1, the first one-way clutch OWC1 is released and the second one-way clutch OWC2 is locked by the rotation of the rotation shaft S3 in the forward direction by the forward rotation of the starting motor 15. Therefore, as indicated by the thick dashed line in FIG. 10, the rotation of the starting motor 15 is transmitted to the rotating shaft S5 via the sun gear S and the carrier C of the speed reduction mechanism PG and the second clutch C2. The rotation of the rotation shaft S5 is transmitted to the gear 57 on the idle shaft IDS and the gear 49 on the secondary shaft SS meshing therewith through the gear 61 on the rotation shaft S5 and the gear 50 on the reverse shaft RVS. Further, it is transmitted from the gear 49 to the outer main shaft OMS via the gear 48 on the outer main shaft OMS, and transmitted from the outer main shaft OMS to the crankshaft 2a of the engine 2 via the engaged second clutch C2. Thereby, the driving force of the starter motor 15 is transmitted to the crankshaft 2a of the engine 2 so that the engine 2 can be started. It should be noted that the power transmission path in the power transmission unit U1 at the start of the engine 2, the speed ratio of each element of the speed reduction mechanism PG, the first and second clutches C1 and C2, and the first and second one-way clutches OWC1 and OWC2 The engaged state is the same as that shown in FIG. 4 in the drive device 1 of the first embodiment.

  As described above, in the drive device 1-4 of the present embodiment, the engine 2 is started by the deceleration drive of the starter motor 15 by engaging the second clutch C2 during EV traveling at the odd-numbered speed stage of the transmission 4. can do.

  FIG. 11 is a diagram showing a power transmission path when power is generated by the starting motor 15 during low-speed traveling after the engine 2 is started. In the driving device 1-4 of the present embodiment, after the engine 2 is started, a part of the driving force of the engine 2 is generated when the vehicle travels through the odd-numbered stages of the transmission 4 by the driving force of the engine 2 (low speed traveling). Can be transmitted to the starter motor 15 and the starter motor 15 can generate electric power. In this case, for example, to drive the vehicle at the first speed of the transmission 4, the first clutch CL1 is engaged, and the 3-7 speed synchromesh mechanism 81 of the first transmission mechanism G1 is moved to the third speed drive gear (1 Engage with the fast drive gear 43 side. The second speed change mechanism G2 is neutral. As a result, the driving force of the engine 2 is the first input shaft IMS, the sun gear 71 and the carrier 73 of the planetary gear mechanism 70, the third speed driving gear 43, and the second and third speed driven gear 51, as shown by the thick dotted line in FIG. Then, it is transmitted to the drive wheels (see FIG. 1) 7R and 7L of the vehicle via the counter shaft CS and the final drive gear 55.

  In order to generate electric power with the starting motor 15 during such low speed traveling by the driving force of the engine 2, the second clutch C2 is engaged. As a result, as indicated by a dashed line in FIG. 11, the rotation of the crankshaft 2a of the engine 2 is transmitted to the outer main shaft OMS via the second clutch C2, and via the gear 48 on the outer main shaft OMS. It is transmitted to the gear 49 on the secondary shaft SS and the gear 57 on the idle shaft meshing therewith. This rotation is transmitted to the rotation shaft S5 of the power transmission unit U1 through the gear 50 on the reverse shaft RVS and the gear 61 meshing therewith.

  In the power transmission unit U1, the first one-way clutch OWC1 is locked and the second one-way clutch OWC2 is released by the rotation of the rotation shaft S5. Therefore, the rotation of the crankshaft 2a of the engine 2 is transmitted to the starting motor 15 via the first one-way clutch OWC1. Thereby, it is possible to generate electric power by driving the starting motor 15 with the driving force of the engine 2. The electric power generated by the starter motor 15 is stored in the high voltage battery 30 via the PDU 22. In addition, the electric power generated by the starter motor 15 can be stored in the low voltage battery 25 via the PDU 22 and the transformer 23. Note that the power transmission path in the power transmission unit U1 during power generation by the driving force of the engine 2, the speed ratio of each element of the speed reduction mechanism PG, the states of the first and second clutches C1, C2, and the like are described in the first embodiment. This is the same as the case shown in FIG.

  As described above, in the driving device 1-4 according to the present embodiment, the starter motor is used by using a part of the driving force of the engine 2 by fastening the second clutch C2 while the transmission 4 is traveling at an odd gear. 15 can generate electricity. In this case, depending on the remaining capacity of the high-voltage battery 30, it is possible to generate power by the main motor 3 using a part of the driving force of the engine 2. In this case, the power generation by the starter motor 15 is performed as auxiliary power generation by the main motor 3. Alternatively, it is possible to assist the driving force of the engine 2 by driving the main motor 3 by supplying electric power to the main motor 3.

  FIG. 12 is a diagram showing a power transmission path when the rotation speed of the engine 2 is forcibly reduced by the starting motor 15 during the deceleration regeneration by the main motor 3. In the drive device 1-4 according to the present embodiment, the starter motor 15 is used when regenerative braking (deceleration regeneration) is performed by the main motor 3 via the odd number stages of the transmission 4 after the engine 2 is started. Control for forcibly reducing the rotational speed of the engine 2 can be performed. In this case, for example, to perform deceleration regeneration by the main motor 3 via the third speed of the transmission 4, the first clutch C1 is released, and the 3-7 speed synchromesh mechanism 81 of the first transmission mechanism G1 is set to 3 The high-speed drive gear (also used as the first-speed drive gear) 43 is engaged. The second speed change mechanism G2 is neutral. As a result, the deceleration driving force input from the drive wheels 7R, 7L (see FIG. 1) side is changed from the gear 55 on the countershaft CS to the 2-3 speed driven gears 51, 3 as indicated by the thick dotted lines in FIG. It is transmitted to the main motor 3 through the high-speed drive gear 43, the carrier 73 of the planetary gear mechanism 70 and the sun gear 71. With this driving force, regeneration (power generation) is performed by the main motor 3. The electric power generated by the main motor 3 is stored in the high voltage battery 30 via the PDU 21.

  In order to forcibly reduce the rotational speed of the engine 2 with the starting motor 15 during the deceleration regeneration by the main motor 3, the second clutch C2 is engaged. Thereby, rotation is transmitted between the crankshaft 2a of the engine 2 and the starter motor 15 through the same path as in the case where power generation is performed by the starter motor 15 shown in FIG. Therefore, the rotational speed of the engine 2 can be forcibly reduced by applying deceleration torque to the crankshaft 2a of the engine 2 by the starting motor 15. At this time, the electric power generated by the starting motor 15 by the rotation of the engine 2 is stored in the high voltage battery 30 via the PDU 21.

  FIG. 13 is a diagram showing a power transmission path when the air conditioning compressor 29 is driven by the starter motor 15 during idle stop. In the drive device 1-4 of the present embodiment, when the engine 2 is stopped, the air conditioner compressor 29 can be driven by the starter motor 15 when the vehicle is stopped or in a creep running state by the driving force of the main motor 3. . In this case, when the vehicle is stopped, the driving force is not transmitted to the driving wheels 7R and 7L (see FIG. 1). In the creep running state, both the first clutch C1 and the second clutch C2 are released, and the 3-7 synchromesh mechanism 81 of the first transmission mechanism G1 is engaged with the third speed drive gear (also used as the first speed drive gear) 43 side. Combine. The second speed change mechanism G2 is neutral. As a result, the driving force of the main motor 3, as shown by the thick dotted line in FIG. 13, is the sun gear 71 and the carrier 73 of the planetary gear mechanism 70, the third speed driving gear 43, the 2-3 speed driven gear 51, the counter shaft CS, It is transmitted to the drive wheels (see FIG. 1) 7R and 7L of the vehicle via the final drive gear 55.

  In order to drive the air conditioner compressor 29 with the starter motor 15 while the vehicle is stopped or creeping, the starter motor 15 is driven to rotate forward with the second clutch C2 released as described above. . At this time, the rotation of the starter motor 15 is not transmitted to the crankshaft 2a of the engine 2 because the second clutch C2 is released. Accordingly, the rotation of the starter motor 15 is transmitted only from the power transmission unit U1 to the rotation shaft S4 of the air conditioner compressor 29 via the gear 61 and the gear 62, as shown by the thick dashed line in FIG. Thus, the air conditioning compressor 29 can be driven by the starter motor 15.

  As described above, in the drive device 1-4 according to the present embodiment, in the drive device for a hybrid vehicle including the engine 2 and the main motor 3 that are drive sources of the vehicle, the drive device 1-4 is separate from the main motor 3 for driving the vehicle. A starting motor 15 for starting the engine 2 is provided. A power transmission unit U1 includes a clutch (second clutch C2), first and second one-way clutches OWC1 and OWC2, and a planetary gear type reduction mechanism PG between the crankshaft 2a of the engine 2 and the starting motor 15. Is provided. In addition, the clutch (second clutch CL2) of the power transmission unit U1 is configured to be used in common with the second clutch C2 for even-numbered speed stages provided in the twin clutch type transmission 4.

  As described above, when the power transmission unit U1 including the reduction mechanism PG having the above-described configuration is applied to the hybrid vehicle driving device 1-4 including the twin clutch transmission 4, the clutch and the transmission of the power transmission unit U1 are used. By sharing the four clutches, the number of parts of the drive device can be reduced, the configuration can be simplified, and the cost can be reduced. Further, the power transmission path between the starter motor 15 and the engine 2 can be switched by the control of the second clutch C2 provided in the transmission 4. Therefore, while avoiding complication of control as compared with the conventional configuration, switching between the start of the engine 2 by the starter motor 15 and the power generation by the starter motor 15 by the driving force of the engine 2 after the start is performed. It can be done automatically.

  Further, in the drive device 1-4 of the present embodiment, the combination of power transmission elements such as gears used for starting the engine 2 by the starter motor 15 is set to a ratio that (almost) is not used during normal travel. Therefore, after the engine 2 is started, even if the rotation of the crankshaft 2a of the engine 2 is directly transmitted to the starting motor 15 via the first one-way clutch OWC1, the vehicle after the engine 2 is started During normal running, the vehicle can be driven at a ratio such that the rotational speed of the starter motor 15 does not become very high with respect to the rotational speed of the crankshaft 2a of the engine 2. Therefore, it is possible to avoid the starter motor 15 from constantly rotating at a high speed, and it is possible to prevent deterioration of rotating parts and generation of vibration and noise. Therefore, it is possible to improve the durability and the merchantability of the driving device 1-4.

  FIG. 14 is a diagram for explaining an arrangement configuration example of the starter motor 15 and the power transmission unit U1 in the driving device 1-4 according to the fourth embodiment. As shown in the figure, the constituent elements (elements surrounded by a one-dot chain line M in FIG. 9) composed of the starting motor 15 and the power transmission unit U1 are the components of A to E on the drive device 1-4 (transmission 4). It can be placed in either position. That is, in the drive device 1-4 having the configuration example shown in FIG. 9, the starting motor 15 is placed on the rotation shaft S5 (position A in FIG. 14) on which the gear 61 that meshes with the gear 50 on the reverse shaft RVS is installed. And the power transmission unit U1 is arrange | positioned. In addition to this, the starter motor 15 and the power transmission unit U1 may be disposed at a position B on the reverse shaft RVS of the transmission 4. Moreover, you may arrange | position in the position C on the secondary shaft SS of the transmission 4. FIG. Moreover, you may install in the position D on the other rotating shaft 63 arrange | positioned in parallel with secondary shaft SS. Moreover, you may install in the position E on the other rotating shaft 67 arrange | positioned in parallel with the idle shaft IDS.

  When the starting motor 15 and the power transmission unit U1 are arranged at the position D in FIG. 14, a gear or pulley 64 provided on the secondary shaft SS as a power transmission path between the secondary shaft SS and the rotating shaft 63. In addition, a power transmission mechanism U3 including a gear or pulley 65 provided on the rotating shaft 63 and a belt or chain 66 spanned between the gears or pulleys 64 and 65 can be provided. Further, when the starting motor 15 and the power transmission unit U1 are arranged at the position E in FIG. 13, a gear 68 that meshes with the gear 57 on the idle shaft IDS can be provided on the rotating shaft 67. 14 is an example, and the starting motor 15 and the power transmission unit U1 can be installed at positions other than the positions A to E in FIG.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

1-1-4 Drive device 2 Engine (internal combustion engine)
2a Crankshaft (engine output shaft)
3 Main motor (second motor)
4 Transmission 5 Differential mechanism 6R, 6L Drive shaft 7R, 7L Drive wheel 10 Electronic control unit 15 Start motor (first electric motor)
23 Transformer 25 Low-voltage battery 29 Air-conditioner compressor 30 High-voltage battery CL1 First clutch (first connecting / disconnecting device)
CL2 Second clutch (second connecting / disconnecting device)
CL3 Third clutch C1 First clutch (first connecting / disconnecting device)
C2 Second clutch (second connecting / disconnecting device)
CS counter shaft G1 first transmission mechanism G2 second transmission mechanism IDS idle shaft IMS first input shaft OMS outer main shaft (second input shaft)
OWC1 First one-way clutch OWC2 Second one-way clutch P1 First pulley P2 Second pulley P3 Third pulley PG Reduction mechanism S Sun gear (first rotation element)
C carrier (second rotating element)
R ring gear (third rotating element)
S1 Rotating shaft S3 Rotating shaft S4 Rotating shaft S5 Rotating shaft SS Secondary shaft U1 Power transmission unit U2 Belt transmission mechanism W Flywheel (inertial mass body)

Claims (2)

An internal combustion engine as a drive source of the vehicle;
A first electric motor for starting capable of starting the internal combustion engine;
A second electric motor that functions as a drive source for the vehicle;
A first input shaft connected to the second electric motor and selectively connected to the engine output shaft of the internal combustion engine via a first connecting / disconnecting device;
A second input shaft selectively connected to the engine output shaft of the internal combustion engine via a second connecting / disconnecting device;
An output shaft that outputs power to the drive wheel side;
A first speed change mechanism including a plurality of odd speed gears selectively connected to the first input shaft via one or more first synchronous engagement devices disposed on the first input shaft;
A second speed change mechanism including a plurality of even-speed gears selectively connected to the second input shaft via one or more second synchronous engagement devices disposed on the second input shaft;
A transmission having a plurality of output gears arranged on the output shaft and meshing with odd-numbered gears of the first transmission mechanism and even-numbered gears of the second transmission mechanism;
In a vehicle drive device comprising:
A power transmission unit for transmitting power between the internal combustion engine and the first electric motor;
The power transmission unit is
A first rotating element connected to the rotating shaft of the first electric motor and connected to the engine output shaft of the internal combustion engine via the first one-way clutch and the second connecting / disconnecting device;
A second rotating element connected to the engine output shaft of the internal combustion engine via the second connecting / disconnecting device so as to be connectable / disconnectable;
A planetary gear type reduction mechanism having a third rotating element connected to a fixed member via a second one-way clutch;
The first one-way clutch is configured to be released when the rotational speed of the first rotating element is higher than the rotational speed of the engine output shaft of the internal combustion engine,
When starting the internal combustion engine, the second connecting / disconnecting device is connected to rotationally drive the first electric motor, so that the rotation of the first motor decelerated by the speed reduction mechanism is the second connecting / disconnecting device. While being transmitted to the engine output shaft of the internal combustion engine through a device,
When the driving force of the internal combustion engine is transmitted to the first electric motor after the internal combustion engine is started, the rotation of the engine output shaft of the internal combustion engine is transmitted to the rotation shaft of the first electric motor via the first one-way clutch. A vehicle drive device characterized by being configured to be transmitted. After starting the internal combustion engine, when the second electric motor receives the driving force from the driving wheel side through the first speed change mechanism and performs regenerative braking by the second electric motor,
The first one-way clutch is locked by engaging the second connecting / disconnecting device so that the rotational speed of the first rotating element is lower than the rotational speed of the engine output shaft of the internal combustion engine. Te, the driving apparatus for a vehicle according to claim 1, characterized in that forcibly reduces the rotational speed of the internal combustion engine by the first electric motor.

Images